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9612_3	Origins 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 use the revolutionary new jet propulsion technology then under development, along with an appropriate engine to go with it. Although no official specification had been issued, de Havilland proceeded to design a single-engined aircraft that had air-intakes set into the wing roots to feed a centrally mounted engine, which used a centrifugal compressor.
9612_4	The aero-engine designer Major Frank Halford had been given access to Frank Whittle's pioneering work on gas turbines, which, 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 emerged as the Halford H.1. By April 1941, design work on the engine had been completed and a prototype H.1 engine performed its first test run one year later.
9612_5	The low power output of the early jet engines had meant that only twin-engined aircraft designs were considered to be practical; 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. de Havilland was 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 suggestion of a high-speed jet bomber. Its first design, the DH.99, was set out in a brochure dated 6 June 1941; it 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 in a conventional fuselage. It also put the tailplane clear of interference from the exhaust. Performance was
9612_6	estimated at at sea level and initial climb of on 2,700 lb thrust. The Ministry of Aircraft Production (MAP) representative expressed doubts regarding the lack of detail, estimations for the aircraft's performance and optimistic structure weight; the project received permission to proceed in July 1941.
9612_7	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. 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. The company proceeded with the detailed design work phase of the DH.100 in early 1942.
9612_8	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. The construction of the aircraft exploited de Havilland's extensive experience in the use of moulded plywood for aircraft construction which had previously been used on the Mosquito, a widely produced fast bomber of the war.
9612_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, a feature that had also been incorporated in the Meteor. Armament comprised four 20 mm 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.
9612_10	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. 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. Three prototypes, LZ548/G, LZ551/G, and MP838/G were produced in order to support the type's development. Testing showed the major issue was a problem with directional instability - the aircraft "snaking" - this was corrected by changes to the tail design.
9612_11	Production and further development On 13 May 1944, an initial production order for 120 Vampire Mk I aircraft was received and quickly increased to 300 aircraft. The production Vampire Mk I did not fly until April 1945. Owing to the wartime pressures upon de Havilland's production facilities for existing aircraft types, 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 cuts that were soon implemented, which had terminated the production of many aircraft along with development work upon several more.
9612_12	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 an embargo on supplying arms to Egypt. 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. 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 for the RAF and for export.
9612_13	An alternative powerplant to the de Havilland Goblin soon became available in the form of the Rolls-Royce Nene, another turbojet engine capable of generating similar levels of thrust. The name Vampire II was given 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 for the Royal Australian Air Force (RAAF).
9612_14	Although the Nene had a higher thrust than the Goblin, the level flight speed was no greater. To reduce the intake losses caused by having to feed air to the rear face of the impeller of the Nene, two additional intakes were added behind the cockpit; these caused elevator reversal and buffeting, which in turn reduced the Vampire's Mach limit. The Vampires of the RAAF were powered by the Nene engine; these were initially outfitted with dorsal intakes, later moved underneath the fuselage. 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 Boulton Paul intakes.
9612_15	The Vampire III was the first of several models that sought to address the demands for greater range from the type. Underwing fuel drop-tanks of 100 and 200 gallon capacities were fitted; other modifications included lowering the tailplane and reshaping the vertical surfaces of the tail. The design changes to accommodate the hardpoint-mounted drop-tanks had the benefit of enabling the carriage of various stores and readied the type for ground-attack operations. The wing was considerably modified to improve low altitude performance, the span was reduced by 2 ft with the adoption of square-cut wing tips, the wing skins thickened and the undercarriage modified to withstand the increased weight. In total 3,268 Vampires were built in 15 versions, including twin-seat night fighters, trainers and carrier-based Sea Vampires. 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.
9612_16	Records and achievements 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. The Vampire was a versatile aircraft, setting many aviation firsts and records, being the first RAF fighter with a top speed in excess of . 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.
9612_17	Vampires and Sea Vampires were used in trials from 1947 to 1955 to develop recovery and deck-handling procedures and equipment for the operation of aircraft without an undercarriage from flexible rubber decks on aircraft carriers. Deletion of the undercarriage would reduce the aircraft weight and allow extra fuel to be carried. 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. 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.".
9612_18	On 23 March 1948, John Cunningham, flying a modified Vampire Mk I with extended wing tips and powered by the Ghost engine, achieved a new world altitude record of 59,446 ft (18,119 m).
9612_19	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. They went via Stornoway in the Outer Hebrides of Scotland, Keflavík 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. 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". Another said that the Vampire pilots celebrated "winning the race against the rival F-80s." Design Overview
9612_20	The de Havilland Vampire was a jet-powered twin-boom aircraft, typically employed in the fighter and fighter bomber roles. 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. The distinctive twin-boom tail configuration of the Vampire was one of the only non-traditional airframe features when compared to its contemporaries.
9612_21	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. 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. Engine
9612_22	The Vampire was first powered by a single Halford H1 (produced as the de Havilland Goblin) turbojet engine, initially capable of producing 2,100 lbf (9.3 kN) of thrust, designed by Frank Halford and manufactured by de Havilland Engine Company. This engine was a centrifugal-flow type, a configuration 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".
9612_23	Initially, the relatively high fuel consumption of the Goblin engine had limited the range of early models of the Vampire; this had been a common problem with all early jet aircraft. As a result, later marks featured considerably increased internal fuel capacity. The H.1 Goblin engine, conceived in 1941, remained unchanged in basic form for 13 years; Flight said "The Goblin...can fairly claim to be the world's most reliable turbojet". Over successive models, it gained increased turbine temperature and thrust. 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.
9612_24	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. If the engine did stall in flight, there was no means to re-light the engine, meaning that a forced landing would be necessary.
9612_25	Handling 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. In comparison to the elevator and ailerons, the rudder required more vigorous actuation in order to achieve meaningful effect. 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.
9612_26	The Vampire had a relatively good power/weight ratio and was reputedly quite manoeuvrable within the range. 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. The Vampire was compatible with a wide range of aerobatic manoeuvres, 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.
9612_27	Preparing the Vampire for take-off required pilots to perform only 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. If laden with external fuel tanks or bombs, pilots would have to retract the undercarriage quite quickly upon leaving the ground, else increasing airflow as the aircraft picked up speed would prevent the undercarriage doors from closing. Landing procedure was similarly free of complexity: disengaging the wheel brakes, lowering the undercarriage, setting the flaps to fully down, and activating the air brakes. Typically, power-on landings were conducted due to the slow response of the engine to throttle changes, and wheel brakes had to be applied carefully to avoid locking the wheels because there was no anti-lock braking system on the fighters. Training variants had the Dunlop Maxaret anti-skid system fitted. Operational history
9612_28	United Kingdom Royal Air Force In 1946, the first Vampire Mk I fighters entered RAF service in the interceptor role. 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.
9612_29	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. 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. Although the adoption of an ejection seat was being considered at one stage, it was ultimately not fitted.
9612_30	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. Vampires were also operated by a number of active and reserve squadrons stationed in the UK. A number of RAF Vampires were used in active combat within the Far East during the Malayan Emergency, fought in the late 1940s and early 1950s. Specifically, the Vampire FB.5 typically undertook attack missions using a combination of rockets and bombs against insurgent targets often located in remote jungle areas throughout in Malaysia. The Vampire FB.5 became the most numerous single-seat variant of the type, 473 aircraft having been produced.
9612_31	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. 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. The FB.9 was deployed to various parts of the Middle East and Africa, including a brief 1954 deployment against Mau Mau insurgents in Kenya. It was gradually replaced by the de Havilland Venom, a swept wing development of the Vampire.
9612_32	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. 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.
9612_33	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 advanced training role being the Folland Gnat; only a small number of Vampire T.11s remained in service, typically for the training of foreign students until these too were retired in 1967.
9612_34	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. 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. Royal Navy
9612_35	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 using the modified third prototype of the Vampire in December 1945. 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 the early jets. 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.
9612_36	The Sea Vampire had several key differences from their land-based counterparts. It could be easily distinguished by the presence of a V-shaped arrester 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 stronger construction for the higher stresses involved in carrier landings and catapult launches. On 15 October 1948, the first Sea Vampire performed its maiden flight. 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. 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.
9612_37	Australia During 1946, government approval was given for the purchase of an initial 50 Vampire fighter aircraft for the Royal Australian Air Force (RAAF). The first three machines of this batch 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 unit.
9612_38	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. Unfortunately these intakes led to elevator blanking on formation of shock waves, and three aircraft and pilots were lost in unrecoverable dives. All of the Nene-engined aircraft were later modified to move the auxiliary intakes beneath the fuselage, thus entirely avoiding the problem.
9612_39	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 23 aircraft were completed as FB.31s, being fitted with strengthened and clipped wings along with underwing hardpoints. A single F.30 was also converted to the F.32 standard, which was almost identical to the Vampire FB.9. In 1954, all single seat Vampires were retired by the RAAF, but remained in service in Citizen Air Force squadrons until the early 1960s.
9612_40	The Vampire T.33 was a two-seat training version, powered by the Goblin turbojet and built in Australia. T.34 and T.35 were used by the RAAF and the Royal Australian Navy (RAN). (In RAAF service they were known as Mk33 through to Mk35W.) 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, and in the RAN until 1971, when they were replaced by the Macchi MB-326. Canada
9612_41	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.
9612_42	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." 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. Dominican Republic The Dominican Air Force purchased 25 of Sweden's Vampires in 1952. Some of these subsequently saw combat in 1959, preventing an attempted amphibious landing by Cuban revolutionaries. They later took part in the 1965 Dominican Civil War.
9612_43	Egypt The Egyptian Air Force received its first of a planned 66 Vampire FB52s in December 1950, eventually receiving 50 from de Havilland production. An order for 12 Vampire NF.10 night fighters was cancelled owing to an arms embargo and the aircraft were acquired by the RAF. 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. Instead, Egypt turned to Italy, and purchased 58 ex-Italian Air Force FB52As, using Syria as an intermediary, with deliveries from 1955 to 1956.
9612_44	By 1954, Egypt was operating a fleet of 49 Vampires, which had been acquired from both Italy and Britain, in the fighter-bomber role. In 1955, a further 12 Vampire trainers were ordered, deliveries of which started in July that year. 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. 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. During the Suez Crisis, the Egyptians mainly used their Vampires for ground-attack missions against the advancing Israeli forces, particularly at the Mitla Pass, and are recorded as having lost a total of four Vampires in combat with Israeli jet aircraft. Several more were destroyed on the
9612_45	ground by Anglo-French air raids.
9612_46	Finland 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.
9612_47	France 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; these were followed by a further 183 Vampires, which incorporated a greater proportion of French-produced elements. The French developed the FB.53 model, a Nene-powered variant, which was named in French service as the Mistral after the wind of the same name. 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. India
9612_48	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 Annexation of Goa from Portuguese rule, sometimes coming under anti-aircraft fire. 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. The Vampires were withdrawn from front line service after these losses. Italy
9612_49	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, the agreement included 5 Vampire FB.5, 51 Vampire FB.52, 4 Vampire NF.10 and 10 Vampire NF.54 to be built in the United Kingdom; 150 Vampire FB.52 to be built in Italy under licence. Norway The Royal Norwegian Air Force (RNoAF) purchased a total of 20 Vampires F.3s, 36 FB.52s and six T.55 trainers. 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 RNoAF 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. Rhodesia
9612_50	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. These were regularly deployed to Aden between 1957 and 1961, supporting British counter-insurgency operations. 21 more two-seaters and 13 single-seaters were supplied by South Africa in the late 1960s and early 1970s. 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. Sweden
9612_51	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 the 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 Bråvalla Wing (F 13). 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. 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, to be replaced in service with the J 29 (SAAB Tunnan) and J 34 (Hawker Hunter). In 1968, the final Vampire trainer was retired. Switzerland
9612_52	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. In 1952, the first production Vampire NF.10 was delivered to Switzerland for evaluation purposes.
9612_53	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. 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. Variants
9612_54	DH.100 Vampire single seat day fighter/fighter-bomber F.1 (alternatively F.Mk 1 or Mk.1) single-seat fighter version for the RAF; Three prototypes (named Spider Crab) built for specification E.6/41. 228 production aircraft built, including 70 for Sweden as the J 28A for familiarization. 30 ex-RAF F.1s were transferred to the Armee de l'Air in 1948 for familiarization. TG431 was supplied to Royal Australian Air Force (RAAF) as A78-1 in May 1947 for familiarization. TG278 was modified with extended wings and powered with a Ghost 2. F.2 Nene-powered prototypes. Two built and three conversions. TX807 was supplied to RAAF as A78-2 in August 1948 for familiarization and technical development. F.3 single-seat fighter for the RAF. Two prototypes converted from F.1s; 224 were built, 20 were exported to Norway, and 150 to Canada for the Royal Canadian Air Force. F.4 Nene-powered project, none built.
9612_55	FB.5 Goblin 2 powered single-seat fighter-bomber with clipped wings; 1123 built, including 930 for the RAF. 94 ex-RAF FB.5s were transferred to the Armee de l'Air in 1949 for operational squadrons. VV465 was supplied to RAAF as A78-3 in May 1949 for familiarization. FB.6 Goblin 3 powered single-seat fighter-bomber; 175 were built in UK plus 310 built in Sweden as the J 28B and 103 built in Switzerland, including three from spares. F.8 Ghost-powered F.1 conversion as prototype for de Havilland Venom; One built. FB.9 tropicalised Goblin-3 powered F.5 fighter-bomber with air conditioning; 348 built, most by de Havilland, and some by Fairey.
9612_56	Export variants F.30 Nene-powered single-seat fighter-bomber for the Royal Australian Air Force; 57 built in Australia by the De Havilland Australia (DHA). FB.31 Nene-powered upgraded F.30, 28 F.30s converted and 23 built new by De Havilland Australia. F.32 F.30 with air conditioning; One converted in Australia by De Havilland Australia. FB.50 exports to Sweden as the J 28B; 310 built, 12 later rebuilt as T.55s. FB.51 exports to France. 67 built from DH-supplied knockdown kits, 20 built in France by Sud-Est. FB.52 export FB.6, 546 built including 247 by Hindustan Aircraft Limited FB.52A export FB.6 for Aeronautica Militare Italiana; 51 imported and 150 built in Italy by Macchi and Fiat. FB.53 export single-seat fighter-bombers as patterns for Armee de l'Air to be built by SNCASE
9612_57	DH.113 Vampire Night Fighters NF.10 Goblin-powered two-seat night fighter version for RAF; 81 built including 3 prototypes. NF.54 export NF.10. Italian Air Force bought 14, and India bought 30 refurbished NF.10s.
9612_58	DH.115 Vampire Trainers NF(T).10 navigation trainer based on NF.10; 36 converted T.11 private venture Goblin 35 powered two-seat trainer; 526 built by de Havilland and Fairey including one prototype. Some had ejection seats. T.22 T.11 trainer for Royal Navy; 73 built. T.33 two-seat trainer based in early specification T.11. Powered by the Goblin turbojet; 36 were built in Australia by de Havilland Australia. T-33A upgraded T.33 to late T.11 specification. T.34 navalized two-seat T.22 trainer for the Royal Australian Navy; five built in Australia by De Havilland Australia. A sixth was delivered as a T.34A T.34A T.34 upgraded with ejection seats. T.35 late T.11 specification two-seat trainers; 68 built in Australia by De Havilland Australia. T.35A T.35 upgraded from T.33. T.55 export trainer; 322 built including 30 in Switzerland, 60 in India by HAL and six converted from T.11s. PR.55 At least 5 T.55s were modified in India for photo reconnaissance.
9612_59	Sea Vampire F.1 prototype for deck trials. One conversion from Vampire F.1. F.20 navalized FB.5; 18 converted by English Electric. F.21 F.3s with strengthened belly and arrester hook for trials of undercarriage-less landings on flexible decks; two built and/or six converted. T.22 two-seat trainer for Royal Navy; 73 built by de Havilland. SNCASE (Sud-Est) Mistral SE.530 Mistral Hispano-Nene powered prototypes based on FB.53 for French production; 4 built SE.532 Mistral production version; 93 built. SE.535 Mistral SE 532 development; 150 built. Flygvapnet J 28A Swedish F.1 with wings later clipped similarly to F.5; 70 imported. J 28B Swedish FB.6, 310 built. A 28B J 28B/FB.6 relegated to attack role. J 28C-1 early specification T.55 Vampire Trainer, 30 purchased in 1952. Initially used in a fighter role. J 28C-2 late specification T.55, 15 purchased in 1955. J 28C-3 former J 28B single seater fighters converted to T.55A two seater trainers by de Havilland in 1956, 12 converted.
9612_60	de Havilland Australia P.17 project trainer with local cockpit alterations. Paper studies Mystery Jet Trainer MJT-I demilitarized 2-seat Vampire. Mystery Jet MJ-II Vampire with lengthened nose with seats for 4 passengers. Fibreglass mockup built from 2-seat Vampire Whisper Jet proposed widened 6 passenger development. Executive jet proposed widened 7 passenger twin-engine business jet. Commuter Jet proposed widened 15 passenger, light airliner similar to the Executive jet. Operators - nicknamed Abu Tiki (roughly, "Daddy of all whistles") due to noise. -nicknamed Aguacate ("avocado") due to colour and shape. Surviving aircraft Examples survive in 28 countries, with airworthy examples in ten. In the United States, Jerry Conley, owner of Vampire Air Shows, is the only known operator of an airworthy DH-115 Havilland Vampire available for Air Shows and aerobatic demonstrations. Specifications (Vampire FB.6) Notable appearances in media See also References Notes Citations
9612_61	Bibliography . External links Vampire Preservation Group's website 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 J 28 de Havilland Vampire Article on the Vampire in Swedish service Vampire 1940s British fighter aircraft Carrier-based aircraft Twin-boom aircraft World War II jet aircraft of the United Kingdom Single-engined jet aircraft Mid-wing aircraft Aircraft first flown in 1943
9613_0	Rajkummar Rao (born Raj Kumar Yadav; 31 August 1984) is an Indian actor known for his work in Hindi films. He is cited as one of the most experimental actors of his generation. He has appeared in more than 30 films since 2010. Rao is the recipient of several accolades including a National Film Award, three Filmfare Awards and an Asia Pacific Screen Award. After graduation from the University of Delhi, Rao learnt acting at the Film and Television Institute of India and then moved to Mumbai to pursue his film career. He made his acting debut with the anthology Love Sex Aur Dhokha (2010) but earned commercial success with supporting roles in Gangs of Wasseypur – Part 2 and Talaash: The Answer Lies Within (both 2012). Critically acclaimed performances in Kai Po Che! and Shahid (both 2013) proved to be a breakthrough for him; the latter won him the National Film Award.
9613_1	Subsequently, Rao garnered further universal praise for films including the romantic comedies Queen (2014), Bareilly Ki Barfi (2017), the biopic Aligarh (2016), the anthology Ludo (2020) and the sports drama Chhalaang (2020), the thriller Trapped (2016), the black comedy Newton (2017) and his first English film The White Tiger (2021). The horror comedy Stree (2018) ranks as his highest-earning film till date.
9613_2	Early and personal life Rajkummar Rao was born as Raj Kumar Yadav on 31 August 1984 in Prem Nagar, Gurgaon, Haryana, India. He had two older siblings and three cousins in his extended family. His father, Satya Prakash Yadav, was a government employee in the Haryana revenue department, and his mother, Kamlesh Yadav, a homemaker. His mother and father died in 2016 and 2019 respectively. He completed his 12th standard from S.N. Sidheshwar Senior. Sec Public School, where he participated in school plays. He graduated from The Atma Ram Sanatan Dharma College, (University of Delhi) where he was simultaneously doing theatre with Kshitij Theater Group and the Shri Ram Centre in Delhi.
9613_3	Rao said that he decided to become an actor after seeing Manoj Bajpayee and being "highly influenced" by his performance. In 2008, he enrolled in a two-year acting course at the Film and Television Institute of India (FTII), Pune, and moved to Mumbai to pursue a film career. Rao is a vegetarian. He changed his surname to Rao from Yadav in 2014 and also added an extra 'm' to his name. He said the reason for this was, "Rao or Yadav, I can use either of the surnames as both are family names. As far as the double 'm' in the first name is concerned, it's for my mother. She believes in numerology." Rao had been in a relationship with actress Patralekha Paul since 2010. He married her on 15 November 2021. He is formally trained in taekwondo. Career
9613_4	Debut and other works (2010–2012) After graduating from the FTII in 2008, Rao spent the next year visiting studios and meeting casting directors. He made a small, uncredited appearance as a news reader in Ram Gopal Varma's 2010 political thriller Rann. After reading in a newspaper advertisement that mentioned Dibakar Banerjee was looking for newcomers for his found footage anthology film Love Sex Aur Dhokha (2010), he auditioned for the film and was selected. The film consists of three stories; Rao appears in the second story opposite Neha Chauhan. He played Adarsh, a supermarket supervisor who cons an employee into sleeping with him so he can record the act on a hidden camera and sell it. To fit the part, he had to lose in a month. The film and Rao's performance met with critical acclaim. It also turned out to be a profitable box-office venture.
9613_5	After the success of his debut film, producer Ekta Kapoor offered Rao the lead role in the found footage horror film Ragini MMS (2011). He was reluctant initially to accept it, as it seemed similar to his previous work, but he took up the offer at casting director Atul Mongia's insistence. Despite an unfavorable critical response, the film was a box-office success. His next release was Bejoy Nambiar's crime thriller Shaitan (2011), in which he played a slimy police officer. Raja Sen, who was critical of the film, praised Rao's performance by calling him "reliably terrific".
9613_6	Director Anurag Kashyap had liked Rao's performance in Love Sex Aur Dhokha and cast him in Gangs of Wasseypur – Part 2 (2012), a followup to his crime film Gangs of Wasseypur – Part 1. He played the supporting role of Shamshad Alam for which he visited Wasseypur to perfect his accent and character. The film was a critical and financial success. His subsequent role was that of independence activist Lokenath Bal in Bedabrata Pain's historical drama Chittagong (2012), which was based on the Chittagong armoury raid. His final release of the year was Reema Kagti's suspense thriller Talaash: The Answer Lies Within, where he played a cop. The film, starring Aamir Khan, Rani Mukerji, Kareena Kapoor, Nawazuddin Siddiqui and Shernaz Patel, had worldwide earnings of over ₹1.74 billion (US$24 million) to emerge as the year's eighth highest-grossing Hindi film. Rajeev Masand commented that in just one scene Rao shows "what a good actor can bring even to a small part".
9613_7	Abhishek Kapoor's social drama film Kai Po Che! (2013) was Rao's next venture. Co-starring Sushant Singh Rajput and Amit Sadh, the film is based on Chetan Bhagat's 2008 novel The 3 Mistakes of My Life. The film was released in India on 22 February 2013 and received critical acclaim, with praise for the lead performances. Shilpa Jamkhandikar of Deccan Herald felt that Rao stood out and played off the role "beautifully". Rao was nominated for the Filmfare Award for Best Supporting Actor for his performance in the film. Shahid and breakthrough (2013–2016)
9613_8	In 2013, Rao appeared in the Hansal Mehta-directed biographical drama Shahid, where he plays the title role of late lawyer Shahid Azmi. To prepare for the role, Rao met Azmi's family and spent time with them to understand the man and his personality. He also studied the Quran and attended courtrooms to understand how lawyers behave. Rao said he was "emotionally drained" as the character was challenging and complex. The film and his performance met with critical acclaim upon its release. Anupama Chopra called the film Rao's "triumph"; "His Shahid has strength, anguish and a controlled anger, but also real charm." The film was also a box-office success; Rao received the National Film Award for Best Actor at the 61st National Film Awards ceremony and the Filmfare Critics Award for Best Actor at the 59th Filmfare Awards. His other 2013 release was the comedy film Boyss Toh Boyss Hain.
9613_9	In 2013, Rao played the supporting role of a manipulative fiancé in the comedy drama Queen. The film had its world premiere at the Busan International Film Festival and was released theatrically in India on 7 March 2014. It was a critical and commercial success, grossing ₹970 million (US$14 million) worldwide. Saibal Chatterjee of NDTV noted that Rao "brings remarkable restraint to bear upon his interpretation of the disgustingly conservative city slicker who cannot see beyond his nose".
9613_10	The same year he acted in a short film titled Bombay Mirror directed by Shlok Sharma along with Vijay Maurya. He collaborated with Mehta on his drama film CityLights (2014). Co-starring Patralekha Paul, the film tells the story of a poor farm family from Rajasthan that comes to Mumbai in search of a livelihood. To prepare for the role, Rao lived in the small town of Sadri in the Pali district of Rajasthan for a month, grew a moustache and became well-versed with the dialect. Critics praised the film and Rao's performance. Sweta Kaushal of Hindustan Times writing that he slips "effortlessly" into the role. It proved to be a moderate financial success.
9613_11	In 2015, Rao appeared in a supporting role in the romantic comedy Dolly Ki Doli, co-starring Sonam K Ahuja, Pulkit Samrat and Varun Sharma. It met with mixed reviews and had only an average gross at the box-office. Its followup was the Mohit Suri-directed romantic drama Hamari Adhuri Kahani (2015), where he plays an abusive husband to Vasudha Prasad (played by Vidya Balan). He returned to work with Mehta in the biographical drama Aligarh. Based on the life of Professor Ramchandra Siras, Manoj Bajpayee has the lead role, while Rao plays a journalist who tries to dig up the story. Aligarh met with critical acclaim upon its release, with particular praise for Bajpayee and Rao's performances. Sukanya Verma called Rao "pitch-perfect" in his role of "inquisitive journalist". Rao was nominated for Filmfare Award for Best Supporting Actor for his performance in the film.
9613_12	Rao collaborated with Vikramaditya Motwane for his directorial venture, the survival drama Trapped (2016). It tells the story of a man trapped in his apartment without food, water and electricity for days. Rao found the role of Shaurya to be one of his most challenging to date. He had to lose weight and to maintain it remained on a carrot and coffee diet throughout the course of filming. Despite being a vegan, Rao ate meat in some scenes for the first time in his life, as Motwane insisted on realism. Trapped premiere at the 2016 Mumbai Film Festival and was released theatrically on 17 March 2017 to positive reviews. Subhash K. Jha wrote that Rao "immerses himself in the judiciously assembled plot with such radiant authenticity that after a while we cease to watch the skill that underlines the outstanding performance". Rao won the Filmfare Critics Award for Best Actor for his performance in the film. Commercial success (2017–present)
9613_13	Rao's first release in 2017 was the romantic comedy Behen Hogi Teri with Shruti Haasan; it met with an unfavorable critical response though critics praised Rao's performance. He followed this with another romantic comedy titled Bareilly Ki Barfi, directed by Ashwiny Iyer Tiwari and co-starring Kriti Sanon and Ayushmann Khurrana. The film and Rao's performance met with highly positive reviews. Namrata Joshi wrote: "Rao is a hoot and brings the house down with his chameleon turn and comic timing – simpering simpleton one minute, full of swagger the next; a role that could have become a caricature in the hands of a lesser actor." The film was a commercial success and Rao won a Filmfare Award for Best Supporting Actor.
9613_14	Amit V. Masurkar's black comedy flick Newton was Rao's next film. In it, he plays the role of an upright government clerk sent on election duty to a Naxal-controlled town. He asked the director if he could curl his hair and blink his eyes continuously to make the character distinct; Masurkar agreed. The film premiered at the 67th Berlin International Film Festival and was released in India on 22 September 2017. Newton met with critical acclaim as did Rao's performance. Rajeev Masand commented, "It's hard to separate the actor from the character, and not many of our artistes can claim to possess that gift." The role earned him the Asia Pacific Screen Award for Best Actor and a nomination for Filmfare Critics Award for Best Actor. He also made a cameo appearance in Dinesh Vijan's Raabta (2017). He had to apply prosthetic's for five to six hours every day to look like a 324-year-old man.
9613_15	His final theatrical release of the year was Shaadi Mein Zaroor Aana with Kriti Kharbanda, which met with mixed critical response. He also made his digital debut with ALTBalaji's historical biographical web mini-series Bose: Dead/Alive. Based on the 2012 book India's Biggest Cover-up by Anuj Dhar, he portrays nationalist leader Subhash Chandra Bose. For the role, Rao gained and went half bald. Anvita Singh of India Today felt it was not Rao's best performance, but because of his skill as an actor he "does grab your attention".
9613_16	Rao reunited with Mehta for the biographical crime film Omerta, where he portrays the role of terrorist Ahmed Omar Saeed Sheikh. To prepare for the role, Rao watched several videos, documentaries and hate speeches by Sheikh to "gather a lot of hatred and anger" inside himself. He said he was "disturbed" while shooting the film because of the character he was portraying and called it "easily the toughest character" he has played until then. The film had its world premier at the 2017 Toronto International Film Festival and was released in India on 4 May 2018. The film and Rao's performance met with critical acclaim, with Saibal Chatterjee of NDTV calling it a "pitch-perfect performance".
9613_17	He starred next in the musical comedy Fanney Khan (2018) with Aishwarya Rai Bachchan and Anil Kapoor. A remake of the 2000 Belgian film Everybody's Famous!, the film was a critical and commercial failure. Stree (2018), the Amar Kaushik-directed horror comedy was his next release. Based on the Bangalore urban legend known as Nale Ba, the film also starred Shraddha Kapoor. The film, and Rao's performance, met with positive critical feedback. Rachit Gupta of The Times of India noted that Rao "handles the many shades of comedy, horror and romance with great ease". It also earned him a nomination for Filmfare Award for Best Actor. Stree was a major financial success. In the same year Rao appeared briefly in Tabrez Noorani's Love Sonia which was about sex trafficking. His final release of 2018 was 5 Weddings.
9613_18	Ek Ladki Ko Dekha Toh Aisa Laga (2019), a film about a closeted lesbian, was Rao's first film of 2019. Co-starring Sonam K Ahuja, Anil Kapoor and Juhi Chawla, critics received the film warmly for its positive representation of homosexuality. However, it failed to do well commercially. He appeared next with Kangana Ranaut in the black comedy Judgementall Hai Kya. His performance earned him another Filmfare Critics Award for Best Actor nomination. His final acting venture was Mikhil Musale's comedy flick Made in China where he plays a Gujarati businessman who receives a proposal to market a Chinese aphrodisiac in India. The film, based on the namesake novel by Parinda Joshi, met with mixed critical response. Anna M. M. Vetticad, who was critical of the film, praised Rao: "The best thing about it are Rao and [Boman] Irani who are a pleasure to watch even in this middling affair." The film fared moderately well at the box-office.
9613_19	Rao's first release of 2020 was Ramesh Sippy's romantic comedy Shimla Mirchi, which had been delayed for several years. It met with negative reviews from critics and was a box office disaster. His next acting venture, the Anurag Basu-directed anthology film Ludo also featuring an ensemble cast of Abhishek Bachchan, Aditya Roy Kapur, Sanya Malhotra, Fatima Sana Shaikh and Pankaj Tripathi, was directly streamed digitally on Netflix due to COVID-19 pandemic. Anupama Chopra called him one of the "standouts" of the film and wrote: "There is such sweetness in his longing. Of course, Alloo is an emotional fool but Rajkummar doesn't play him for laughs." The film also earned him a nomination for Filmfare Award for Best Actor. The same year, he also reunited with Mehta for the sports comedy Chhalaang to play a Haryanvi physical instructor. In which he was paired opposite Nushrat Bharucha. It was premiered on Amazon Prime Video.
9613_20	In 2021, Rao made his Hollywood debut with Ramin Bahrani's The White Tiger, which was based on the eponymous novel by Aravind Adiga. Co-starring Priyanka Chopra and Adarsh Gourav, the film started streaming on Netflix on 22 January and met with positive critical reception. David Rooney from The Hollywood Reporter noted that Rao "deftly balances a Western-schooled urge to tell himself he's a fair-minded man with the unmistakable air of privileged entitlement." His subsequent release was the horror-comedy Roohi co-starring Janhvi Kapoor. The film met with mixed critical feedback but proved to be a box-office success. As of January 2021, he has started shooting with Bhumi Pednekar for Badhaai Do, a spiritual sequel to the 2018 comedy-drama Badhaai Do. He has committed to begin work for the Hindi remake of the 2020 Telugu thriller HIT: The First Case. Rao reunited with Kriti Sanon in comedy drama film Hum Do Hamare Do, which releases directly on Disney+ Hotstar on 29 October 2021.
9613_21	Public image Forbes India featured Rao in their 30 Under 30 list of 2014. People for the Ethical Treatment of Animals (PETA) listed him as India's Hottest Vegetarian Celebrity in 2017. The same year, he appeared on Forbes Indias Celebrity 100 list and GQ magazine's list of 50 Most Influential Young Indians. He has served as the brand ambassador for Actimaxx, Seventh Street and Food Safety and Standards Authority of India's eat right movement. Rao donated an undisclosed amount of money to the PM CARES Fund, the Maharashtra Chief Minister's Relief Fund and Zomato's Feeding India to help feed families in need because of the COVID-19 pandemic in India. Filmography Awards and nominations References External links 1984 births Best Actor National Film Award winners Film and Television Institute of India alumni Indian male film actors Living people Male actors from Haryana Male actors in Hindi cinema People from Gurgaon Delhi University alumni Zee Cine Awards winners
9614_0	The Roman Catholic Diocese of Cahors (Latin: Dioecesis Cadurcensis; French: Diocèse de Cahors) is a diocese of the Latin Rite of the Roman Catholic Church in France. The diocese comprises the whole of the department of Lot. In the beginning it was a suffragan of the Archdiocese of Bourges, and later, from 1676 to the time of the French Revolution, it was a suffragan of the Archdiocese of Albi. From 1802 to 1822 Cahors was under the Archbishop of Toulouse, and combined the former Diocese of Rodez with a great part of the former Diocese of Vabres and the Diocese of Montauban. However, in 1822 it was restored almost to its pristine limits and again made suffragan to Albi. In the Diocese of Cahors in 2013 there was one priest for every 2,295 Catholics.
9614_1	History According to a tradition connected with the legend of St. Martial, this saint, deputed by St. Peter, came to Cahors in the first century and there dedicated a church to St. Stephen, while his disciple, St. Amadour (Amator), the Zaccheus of the Gospel and husband of St. Veronica, evangelized the diocese. In the seventeenth century these traditions were closely examined by the Abbé Antoine Raymond de Fouillac, a friend of Fénelon, and, according to him, the bones discovered at Rocamadour in 1166, and looked upon as the relics of Zaccheus, were in reality the bones of St. Amator, Bishop of Auxerre. A legend written about the year 1000 by the monks of Saint-Genou Abbey (in the Diocese of Bourges) relates that Genitus and his son Genulfus were sent to Gaul by Pope Sixtus II (257-59), and that Genulfus (Genou) was the first Bishop of Cahors. But Louis Duchesne repudiated this as legend.
9614_2	The first historically known Bishop of Cahors is St. Florentius, correspondent of Paulinus of Nola (ca. 354–431). The Diocese of Cahors counted among its bishops Hugues Géraud (1312–16), who was implicated in the conspiracy against John XXII and sentenced to be burned alive; and Alain de Solminihac (1636–59), a reformer of the clergy. Diocesan organization The Cathedral of Saint-Étienne de Cahors was served by a Chapter composed of fourteen individuals. The Bishop was considered a member of the Chapter, as were the Archdeacons of Cahors and Tournus; in addition there was a Precentor and a Treasurer, as well as nine other Canons. In addition there were four hebdomadarii, fourteen prebendaries, and twelve chaplains. In 1251, Bishop Bartholomaeus secularized the Chapter, and in 1253 issued new Statutes for them.
9614_3	The diocese was divided into districts, each headed by an Archpriest. It is attested that by 1526 there were fourteen Archpriests, though a number of them are far older, being mentioned already in the 12th century. Six archpriests are named in the 13th century. The archpriests were supervised by the Archdeacons, of which there were six by 1252: Montpezat, Tournès, Figeac, Cahors, Saint-Céré, and Vaux. In 1418, however, Bishop Guillaume (VI.) d'Arpajon decided to suppress superfluous offices and reduced the number of archdeacons to two: Cahors and Tournès; these two continued to exist down to the Revolution. City of Cahors
9614_4	The city of Cahors was visited by Pope Callistus II (1119–24) in 1119, where, on 26 August 1119 he dedicated the high altar of the Cathedral.<ref>J. Giraud, Annuaire statistique et administratif du Département du Lot, année 1841 (Cahors: J.G. Plantade 1841), p. 87.</ref> It was also the birthplace of Jacques d'Euse (1244–1334), who became pope in 1316 under the title of John XXII. The tower of his palace is still to be seen in Cahors. He provided a charter for a university there, dated 7 June 1331, its law faculty being so celebrated as to boast at times of 1200 pupils. There were three colleges at Cahors: Pélegry (1358), Rodez (1371), and San Michel (1473). Fénelon studied at this institution, which, in 1751, was dissolved as a separate institution and annexed to the University of Toulouse. In the sixteenth century the Diocese of Cahors was severely tried by religious wars, and the Collège de Pélegry, which provided for a certain number of university students without cost, became
9614_5	noted for the way in which these young men defended Cahors against the Huguenots. The War of the Spanish Succession in its turn took a heavy toll on the good order of the university. In 1707 King Louis XIV found it necessary to reform the Collège de Pélegry and provide it with new statutes.
9614_6	In 1680 the town of Cahors is reckoned as having some 12,000 inhabitants. By 1766 the population is estimated to have grown to 15,000 persons.
9614_7	The Cathedral of Saint-Étienne, built at the end of the eleventh and restored in the fourteenth century, has a beautiful Gothic cloister. Recent archival and archaeological discoveries have demonstrated, however, that the westwork of the cathedral, once thought to be of the 14th century, was actually completed by 1288. Plans were already under way by the mid-1240s, when Pope Innocent IV granted indulgences to those who contributed financially to the project; these were renewed by Pope Alexander IV in 1255, and yet another grant was made in 1289 by Nicholas III. The great builders were Bishop Bartholomeus de Roux and Bishop Raimond de Cornil. In 1285 Bishop Raimond persuaded the Chapter to join with him in a commitment to donate half of the first year of income of every newly granted benefice in the diocese to the building fund. When, in the Middle Ages, the bishops officiated in this church they had the privilege, as barons and counts of Cahors, of depositing their sword and armour
9614_8	on the altar. In the diocese local honors are given to St. Sacerdos, Bishop of Limoges, and his mother, Mundana (seventh century); Esperie (Speria), virgin and martyr (eighth century); St. Géraud, Count of Aurillac (beginning of the eleventh century); Blessed Christopher, companion of St. Francis of Assisi and founder of a Franciscan convent at Cahors in 1216, and Blessed Jean-Gabriel Perboyre, born in the village of Mongesty, 1802, and martyred in China, 1840.
9614_9	The city of Figeac owed its origin to a Benedictine abbey founded by Pepin in 755. The principal places of pilgrimage are: Notre-Dame de Rocamadour, visited by St. Louis (1245), Charles the Fair (1324), and Louis XI (1463); Notre-Dame de Félines and Notre-Dame de Verdale, both dating back to the eleventh century; Saint-Hilaire Lalbenque, where relics of St. Benedict Joseph Labre are preserved.
9614_10	The Revolution
9614_11	During the French Revolution the Diocese of Cahors was abolished and its territory subsumed into a new diocese, coterminous with the new 'Departement de Lot' and a suffragan of the 'Metropole du Sud' in the departement of Haute-Garonne, with its seat at Toulouse. The clergy were required to swear and oath to the Constitution, and under the terms of the Civil Constitution of the Clergy a new bishop was to be elected by all the voters of the departement, who were not even required to be Catholics. This placed them in schism with the Roman Catholic Church and the Pope. The electors of the Diocese of Lot duly met, but found no obvious candidate in the department of Lot; they therefore chose an outsider, Abbé Jean-Louis Gouttes as their new Constitutional Bishop. He has also been chosen by the electors of Seine-et Loire, which he preferred. The electors of Lot then, on 27 February 1791, elected Jean d'Anglars, the Archpriest of Cajarc. He was consecrated at Tulle on 29 April by
9614_12	Jean-Jacques Brival.
9614_13	The legitimate Bishop Louis Maria de Nicolai died in 1791, leaving the diocese vacant. On 11 November 1791 Pope Pius VI appointed Charles-Nicolas de Bécave to be the Vicar-Apostolic of the Diocese of Cahors in the absence of a bishop; he served until the appointment of a new bishop in 1802. Both the Constitutional Church and the Roman Catholic Church were severely stressed in 1793 and 1794 by the Terror, and the discovery that Reason was to replace Faith as the governing principle in France. In 1801 First Consul Napoleon Bonaparte ordered all the Constitutional Bishops to resign. He was striking a Concordat with Pope Pius VII, which included the liquidation of the Constitutional Church. In accordance with the Concordat, the Pope revived the Diocese of Cahors and placed it in the hands of Guillaume-Balthasar Cousin de Grainville of Montpellier. D'Anglars was made an honorary Canon of the Cathedral of Cahors. Bishops To 1000
9614_14	[Genulfus] c. 300 [Saint Sebast c. 300] Florentius c. 380 Alithius c. 425 [Saint Anatolius c. 450] Boethius c. 506 Sustratius c. 541 Maximus c. 549 Maurilio 580 Ursicinus c. 585 Eusebius 614 Rusticus 623–630 Desiderius 630–655 Beto c. 673 Saint Capua c. 700 Saint Ambrosius c. 745 ? c. 770 Agarn c. 783 Aimat c. 813 Angarius 813–? Stephanus I. 852–? Guillaume c. 875, 876 Gerardus I. c. 887 Saint Gausbert 892–907 Amblardus c. 909 Bernardus I. 945–? Frotarius I. c. 961 Stephanus (Étienne) II. 972–? Frotarius II. 979–? Gausbert II. de Gourdon c. 990 1000 to 1300
9614_15	Bernardus II. de Castelnau 1005–? Deudonné c. 1031 Bernardus III. 1042–? Fulco Simonis : (attested 1055, 1061, 1063) Bernardus IV : (attested 1067) Gerard II : (attested 1068, 1074, 1095, 1107) Géraud de Cardaillac 1083–1112 Guillaume de Calmont : 1113–1143 Gerard IV. Hector : 1159–1199 Guillaume III. : attested in 1199, 1202 Bartholomaeus : c. 1207 Guillaume de Carvaillon : 1208–1234 Pons d'Antejac: 1235–1236 Gérard de Barasc: 1237–1250 Bartholomeus de Roux: 1250–1273Sede Vacante 1273 – 1280 Raimond (or Rainaldus) de Corneille: 1280–1293 Sicard de Montaigu : 1294–1300 1300–1500
9614_16	Ramon de Pauchel : 1300–1312 Hugues Geraldi : 1313–1317 Guillaume V. de Labroue, O.P. : 1317–1324 Bertrand de Cardaillac 1324–1367 Beco (Bego) de Castelnau 1367–1388 François de Cardaillac 1388–1404 (Avignon Obedience) Guillaume VI. d'Arpajon 1404–1431 (Avignon Obedience) Jean del Puèy 1431–1434 Jean de Castelnau 1438–1459 Louis d'Albret (Cardinal) 1460–1465 Antoine d'Alamand 1465–1474 Guiscard d'Aubusson 1474–1476 Antoine d'Alamand (2. Mal) 1476–1493 Benet de Joan 1494–1501 1500–1800
9614_17	Antoine de Luzech : 1501–1510 Germin de Ganay: 1510–1514 Charles-Dominique del Caretto (Cardinal) : 1514 Louis del Carretto: 1514–1524 Paul del Carretto : 1524–1553 Cardinal Alessandro Farnese 1554–1557, Administrator. Pierre de Bertrand: 1557–1563 Jean de Balaguer : 1567–1576 Antoine Hebrard de Saint-Sulpice : 1577–1600 Siméon-Étienne de Popian: 1601–1627 Pierre Habert : 1627–1636 Alan de Solminihac: 1636–1659 Nicolaus Sévin : 1660–1678 Louis-Antoine de Noailles : 1679–1680 Henri Guillaume Le Jay : 1680–1693 Henri de Briqueville de la Luzerne : 1693–1741 Bertrand Jean-Baptiste Renatus du Guesclin: 1741–1766 Josep Dominic de Cheylus: 1766–1777 Louis Maria de Nicolai: 1777–1791 [Charles-Nicolas de Bécave: 1791–1802] (Vicar Apostolic) [Jean d'Anglars : 1791] (Constitutional Bishop) From 1800
9614_18	Guillaume-Balthasar Cousin de Grainville (1802–1828) Paul Louis Joseph D'Hautpoul (1828–1842) Jean-Jacques-David Bardou (1842–1863) Joseph-François-Clet Peschoud (1863–1865) Pierre-Alfred Grimardias (1866–1896) Emile-Christophe Enard (1896–1906) Victor-Omésime-Quirin Laurans (1906–1911) Pierre-Célestin Cézerac (1911–1918) Joseph-Lucien Giray (1918–1936) Jean-Joseph-Aimé Moussaron (1936–1940) Paul Chevrier (1941–1962) André Bréheret(1962–1972) Joseph-Marie-Henri Rabine (1973–1986) Maurice-Adolphe Gaidon (1987–2004) Norbert José Henri Turini (2004–2014) Laurent Michel Camiade (2015–present) See also Catholic Church in France References Books Reference works (Use with caution; obsolete) (in Latin) (in Latin) Studies DuFour, Jean (1989). "Les évêques d'Albi, de Cahors, et de Rodez, des origins à la fin du XIIe siècle," Memoires et documents d'histoire médiévale et de philologie'' 3 (Paris 1989).

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