Vampire rips up runway...
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RAN FAA had only two types of dual seat Vampires with the first lot NOT having ejection seats as you note but later modified thankfully to have same. The first lot had variations in instrument layout because....
The History of the De Havilland Vampire By David Watkins
THE [Vampire] TWO-SEAT TRAINER – IPMS newsletter 3.88
Five x Vampire M T.34s initially for RAN FAA+ a T.34A & later 4 x Sea Vampire T.22s [all known as 'Vampires' by me - not SEA VAMPIRES which in the RN FAA context are carrier capable single seaters - AFAIK VC-724 did not use the term "Sea Vampire"]
The History of the De Havilland Vampire By David Watkins
Royal Australian Navy
“During the production of the RAAF's initial batch of Vampire T 33s at Bankstown, the Royal Australian Navy (RAN) placed an order for five trainers to be known as the T 34 and serialled A79-837 to A79-841 (DHA 4105 to 4109). Suitably adapted for naval use, the Vampire T 34s were to be used to train crews for the Sea Venom all-weather fighters with deliveries commencing in 1954. In 1958, these aircraft were modified to T 35 standard and became known as T 34As. Deliveries of the RAN's Vampire trainers commenced on 18 June 1954 when A79-837 was flown by Lt Peter Goldrick RAN from Bankstown to 723 Squadron, a communications and fleet support unit based at RANAS Nowra, New South Wales. Further deliveries to the RAN were A79-838 on 18 July 1954; A79-839 on 11 August 1954; A79-840 on 8 September 1954; and A79-841 on 11 October 1954.
On 1 June 1955, 724 Squadron was re-commissioned at RANAS Nowra for the conversion training of fixed-wing pilots for the RAN. Equipped with Sea Vampire T 34s, the squadron lost its first jet trainer (A79-839) when Lt William Dunlop was killed in a flying accident at Nowra on 6 August 1956 [dinghy lanyard caught in control column]. Two months later, Commander (Air) Daniel Buchanan was also killed when his Vampire (A79-839) crashed into the sea off Greenwell Point, New South Wales, on 9 October 1956 [night instrument approach]. On 25 October 1956, it was decided that all RAN Vampires would be transferred to 724 Squadron. Following the loss of A79-839, the RAN ordered a replacement T 34A, A79-842, which was delivered on 8 March 1957. In addition, four ex-Royal Navy Sea Vampire T 22s, XA1O1, XA167, XG766 and XG770, were sold to the RAN. XG770 was taken on charge at Nowra on 8 August 1957 with the remainder (which arrived in Australia onboard the SS Canopic Star) being received by the RAN on 18 June 1959....
...The majority of the RAN's Vampire trainers were disposed of in March 1970, having been replaced in service by the Macchi MB-326H. On 5 October 1970, the final operational flight of a RAN Vampire was made by A79-842 (N6-842), flown by Commander Norman Lee and Lt Cdr Bob Bell as co-pilot. During its sixteen years of service, four aircraft had been lost in flying accidents with the remainder being sold off to various museums.” http://tinyurl.com/lap4jdq
“During the production of the RAAF's initial batch of Vampire T 33s at Bankstown, the Royal Australian Navy (RAN) placed an order for five trainers to be known as the T 34 and serialled A79-837 to A79-841 (DHA 4105 to 4109). Suitably adapted for naval use, the Vampire T 34s were to be used to train crews for the Sea Venom all-weather fighters with deliveries commencing in 1954. In 1958, these aircraft were modified to T 35 standard and became known as T 34As. Deliveries of the RAN's Vampire trainers commenced on 18 June 1954 when A79-837 was flown by Lt Peter Goldrick RAN from Bankstown to 723 Squadron, a communications and fleet support unit based at RANAS Nowra, New South Wales. Further deliveries to the RAN were A79-838 on 18 July 1954; A79-839 on 11 August 1954; A79-840 on 8 September 1954; and A79-841 on 11 October 1954.
On 1 June 1955, 724 Squadron was re-commissioned at RANAS Nowra for the conversion training of fixed-wing pilots for the RAN. Equipped with Sea Vampire T 34s, the squadron lost its first jet trainer (A79-839) when Lt William Dunlop was killed in a flying accident at Nowra on 6 August 1956 [dinghy lanyard caught in control column]. Two months later, Commander (Air) Daniel Buchanan was also killed when his Vampire (A79-839) crashed into the sea off Greenwell Point, New South Wales, on 9 October 1956 [night instrument approach]. On 25 October 1956, it was decided that all RAN Vampires would be transferred to 724 Squadron. Following the loss of A79-839, the RAN ordered a replacement T 34A, A79-842, which was delivered on 8 March 1957. In addition, four ex-Royal Navy Sea Vampire T 22s, XA1O1, XA167, XG766 and XG770, were sold to the RAN. XG770 was taken on charge at Nowra on 8 August 1957 with the remainder (which arrived in Australia onboard the SS Canopic Star) being received by the RAN on 18 June 1959....
...The majority of the RAN's Vampire trainers were disposed of in March 1970, having been replaced in service by the Macchi MB-326H. On 5 October 1970, the final operational flight of a RAN Vampire was made by A79-842 (N6-842), flown by Commander Norman Lee and Lt Cdr Bob Bell as co-pilot. During its sixteen years of service, four aircraft had been lost in flying accidents with the remainder being sold off to various museums.” http://tinyurl.com/lap4jdq
Photo Caption: "On 18 June 1954, 723 Sqdn also took delivery of the RAN's first jet aircraft. Leut Peter Goldrick accepted the de Havilland Sea Vampire Mk T.22 [but really a T 34] at the de Havilland workshops in Bankstown before flying the aircraft to NAS Nowra"
THE [Vampire] TWO-SEAT TRAINER – IPMS newsletter 3.88
“The RAAF was quick to recognise the need for an advanced jet trainer, and placed an order with De Havilland (Australia) for 36 T.33 trainers to be designated A79 serials 801 to 836. These were based on the early U.K. production and had the early fins, framed canopy, and no ejector seats. During production the RAN placed an order for 5 aircraft, these aircraft differed to the RAAF in equipment & were Mk T.34s serialled A79-837 to 841.
In the meantime, the parent company in England had introduced frameless canopies, ejection seats, and dorsal fairings in front of the fins to increase weathercock stability. It was decided to incorporate these changes on RAAF aircraft and to increase the fuel capacity. A79-836 was modified on the production line and so became the first T.35 - being re-serialled A79-600. The RAAF then placed an order for a further 68 T.35s (A79-601 to 668). All existing T.33s and T.34s were then brought up to T.35 standard with the exception of the increased fuel tankage and were redesignated T.35A and T.34A.
The RAN later ordered a further T-34A (A79-842) to replace a crashed aircraft. It also imported four U.K.- built Sea Vampire T-22s which retained their original serial numbers (XA101, XA167, XA770). The Vampire trainer gave the RAAF and RAN many good years of service before being phased out with the introduction of the Macchis.”
In the meantime, the parent company in England had introduced frameless canopies, ejection seats, and dorsal fairings in front of the fins to increase weathercock stability. It was decided to incorporate these changes on RAAF aircraft and to increase the fuel capacity. A79-836 was modified on the production line and so became the first T.35 - being re-serialled A79-600. The RAAF then placed an order for a further 68 T.35s (A79-601 to 668). All existing T.33s and T.34s were then brought up to T.35 standard with the exception of the increased fuel tankage and were redesignated T.35A and T.34A.
The RAN later ordered a further T-34A (A79-842) to replace a crashed aircraft. It also imported four U.K.- built Sea Vampire T-22s which retained their original serial numbers (XA101, XA167, XA770). The Vampire trainer gave the RAAF and RAN many good years of service before being phased out with the introduction of the Macchis.”
Last edited by SpazSinbad; 22nd May 2017 at 21:50. Reason: + txt + JPG
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Original VampCutaway was here but no longer: http://www.flightglobal.com/airspace...re-cutaway.jpg
RAAF VAMPIRE at Laverton in STOVL Mode: http://i197.photobucket.com/albums/a...amplav1ll1.jpg
RAAF VAMPIRE at Laverton in STOVL Mode: http://i197.photobucket.com/albums/a...amplav1ll1.jpg
This is an early Vampire T11 with the original pre-bang seat canopy design:
It also has the earlier fin design, without the dorsal extension.
It also has the earlier fin design, without the dorsal extension.
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The five RAN FAA Vampire formation above are the same with a different designation as explained in the text. I'm not familiar with that HOOhaa because they were all Vamps to me - just that some were quite different in the instrument layout and one never knew from day to day until after a while in 1969 only a few were available at any one time. Below is one more photo of the ejection seatless early RAN Vampires.
Interesting thread. I trained on Vampires late 50s. Here are a couple of (relevant?) memories. A. 3 pointer altimeter. One instructor cured his stude of ever misreading it again when he rolled over at 11,000 ft in cloud and pulled through. Stude thought they were at 1000. B. Melting tarmac. This happened in a big way when staff were putting on a BIG formation for something. First four lined up. Second four lined up behind. Third four had no room, so asked everyone to pull up a bit. They did. Thereby getting off the concrete at the start of the runway onto the tarmac. Take off produced a shower of tarmac bits blown back through eight aircraft. I never saw it reported but could find other witnesses! (For a beer). Sup Pet.-
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From the Halfpenny Green website. Hope they use better glue than before...
Good Afternoon all, there will preparation working being carried out this afternoon/evening 1700-2130 on RW 10/28 starting at the 10 Threshold. heavy machinery and large vehicles will be on RW 10/28 for the duration and close to or crossing RW 04/22 and RW 16/34. I have to get this work completed to be able to reopen RW 10/28 and I am sure you understand that. There is no link in the tower to liaise with this work so you must give way to the work in progress should you be intending to fly this evening, thank you for your patience and understanding. Mike Boot.
No link between the tower and WIP. Surely there's got to be a market for a small hand held device that you could use to speak between two places not on the national telephone network?
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English Electric Canberra and de Havilland Vampire set to Return to the Air 06 Jun 2017 Temora Aviation Museum
http://www.warbirdsnews.com/wp-conte...Vampire-T.jpeg
&
http://www.warbirdsnews.com/wp-conte...nberra-TT.jpeg
"In the biggest news in recent years, the Temora Aviation Museum‘s president and founder, David Lowy AM, has announced that the museum will start a complex project to return their English Electric Canberra TT.18 WJ680 and de Havilland Vampire T.35 A79-617 back to flying condition. Neither aircraft has flown for some years now, so a lot of work will be involved.
Lowy stated that, “A main component of our mission is to preserve our military aviation history, keep these aircraft flying and enable people to learn about the veterans who flew them. This will be a very resource-intensive project that will see these aircraft fly again progressively over the next three years.”... English Electric Canberra and de Havilland Vampire set to Return to the Air
Lowy stated that, “A main component of our mission is to preserve our military aviation history, keep these aircraft flying and enable people to learn about the veterans who flew them. This will be a very resource-intensive project that will see these aircraft fly again progressively over the next three years.”... English Electric Canberra and de Havilland Vampire set to Return to the Air
&
http://www.warbirdsnews.com/wp-conte...nberra-TT.jpeg
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Vampire Rebuild 16 Jun 2017 Marcus Peake [PHOTOS at URL]
"One of the few ex-RAN Vampires to survive the scrap heap is to be refurbished by a private collector...." https://www.faaaa.asn.au/vampire-rebuild/
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MRD's (machine runway deicing) were always operated by fitters, normally of SNCO rank. Sometimes riggers were also used. The bowsers were driven by the MT drivers, sometimes civvies. If you opened the throttles too much it would push the bowser backwards. The machines also lifted tarmac much to the detriment of hangar windows. Runway lights were also in danger. I used to service them and try to keep the old Derwent engines going. It was fun to open the throttle too quickly and surge the exhaust but overall it was a cold job to operate them. I believe the idea came from a Polish WO somewhere in Bomber Command. It was a good use of scrap engines from Meatboxes.
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One of the most boring and most difficult 'engine running' activities in the Vampires at NAS Nowra was to carry out 'compass swings' on the 'just big enough' concrete compass swinging circle near the gun butts just south of 'J' Hangar at NAS Nowra. Being on heading with the exhaust still on the concrete was a major concern of course so the best taxiing skills were required. Made up for the otherwise comatose time. The WESSEX in lower right hand corner is on the compass rose concrete circle. This photo is c.1968-69. VF-805 A4Gs are on their 'J' Hangar line with a sole Vampire on the VC-724 portion with Trackers on the 'H' Hangar line. Sea Venoms appear to be scattered willy nilly for some reason. Overhead NAS Nowra has North on right going Left to Right more or less.
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I don't own this space under my name. I should have leased it while I still could
MRD's (machine runway deicing) were always operated by fitters, normally of SNCO rank. Sometimes riggers were also used. The bowsers were driven by the MT drivers, sometimes civvies. If you opened the throttles too much it would push the bowser backwards. The machines also lifted tarmac much to the detriment of hangar windows. Runway lights were also in danger. I used to service them and try to keep the old Derwent engines going. It was fun to open the throttle too quickly and surge the exhaust but overall it was a cold job to operate them. I believe the idea came from a Polish WO somewhere in Bomber Command. It was a good use of scrap engines from Meatboxes.
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I hesitate to intrude on such a gathering of knowledge and experience, but I flew single-seat Vampires Mks.III and V. a fair amount off Valley (1950-51) and Thornaby (1951-54). Don't remember any problems with stripping off tarmac (and the surfaces can't all have been concrete). Never heard of it till now.
On walkround any that were hot after a landing on a winter's morning, you needed to check tail pipe for a NAAFI meat pie which an erk had put in to heat up.
I was posted onto the Vampires (20 Sqn) hot off a Meteor conversion (makes perfect RAF sense). In those carefree days, it was a case of "here's the Pilot's Notes, there's your aeroplane, get on with it, lad !" Liked them very much.
Re: ice clearance, not only did the twin-Derwent ground rig sometimes push the (2,500 [?] gall) bowser back at a rate of knots, but it lifted hard and sharp sheets of ice which flew about to the grave danger of life and limb !
Happy Days ! Danny.
On walkround any that were hot after a landing on a winter's morning, you needed to check tail pipe for a NAAFI meat pie which an erk had put in to heat up.
I was posted onto the Vampires (20 Sqn) hot off a Meteor conversion (makes perfect RAF sense). In those carefree days, it was a case of "here's the Pilot's Notes, there's your aeroplane, get on with it, lad !" Liked them very much.
Re: ice clearance, not only did the twin-Derwent ground rig sometimes push the (2,500 [?] gall) bowser back at a rate of knots, but it lifted hard and sharp sheets of ice which flew about to the grave danger of life and limb !
Happy Days ! Danny.
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'Danny42C' not having any experience / knowledge of the single seat Vampires of yore, I had thought that the 'Fareastdriver' post here: http://www.pprune.org/military-aviat...ml#post9758019 (top of page two this thread) was referring to the dual seat Vampire compared to the single seat Vampire:
Making a puddle on the tar from the heat of the engine exhaust of a dual seat Vampire was real - depending on conditions - it could be done with the Goblin at idle or thereabouts.
"Not such a good view out of the cockpit as the nose was higher. A single fuel gauge instead of the collection behind the control stick and a worse rate of roll because the wings were wider and restricted ailerons...."
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Vampire must have been something else but I have no clue about Mosquitoo.
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An RAAF Vampire pilot mentions the 'hi-jinks' in the 'air pressure brake' Vampire days. The Mk.35s had hydraulic pressure but it could also deplete quickly if mis-used (yes I recall having to park dual TWICE with arse off the tar taxiway to wait for the brake pressure to revive - never had a problem when solo). 
RAN Vampires had the air pressure brakes with hand grip brake lever on control column as described below. RAAF Mk.35s had TOE brakes on rudder pedals, which was good for A4G lurning eventually.
The button silliness was copied by the RAN jet pilots (IIRC we were told it was an RN FAA tradition). More often than not VERY SENIOR occifers in the mess would tell us to button up. Yeah - no can do sir.... Not me Chief.
RAN Vampires had the air pressure brakes with hand grip brake lever on control column as described below. RAAF Mk.35s had TOE brakes on rudder pedals, which was good for A4G lurning eventually.The button silliness was copied by the RAN jet pilots (IIRC we were told it was an RN FAA tradition). More often than not VERY SENIOR occifers in the mess would tell us to button up.
Yeah - no can do sir.... Not me Chief.
“...the top button of my battle jacket casually undone fighter pilot style....
...The Vampires were equipped with pneumatically operated brakes, and as smooth and gentle braking was not fighter pilot image, one saw Vampires weaving and bobbing along the perimeter track, as their pilots pedalled the ineffective rudder bars and squeezed the brake lever on the control column spade grip. Ham fisted brake use would soon deplete the air pressure supply, which meant one could run out of braking capability altogether. When stopping the the aircraft, it seemed good form to apply harsh braking, causing the nosewheel oleo strut to bounce up and down making the Vampire nod it's nose prettily. This was preferably done when given the stop sign by the marshaller in the lines. It really was schoolboy nonsense, but we all did it....” Move over Red Baron - by John Laming
...The Vampires were equipped with pneumatically operated brakes, and as smooth and gentle braking was not fighter pilot image, one saw Vampires weaving and bobbing along the perimeter track, as their pilots pedalled the ineffective rudder bars and squeezed the brake lever on the control column spade grip. Ham fisted brake use would soon deplete the air pressure supply, which meant one could run out of braking capability altogether. When stopping the the aircraft, it seemed good form to apply harsh braking, causing the nosewheel oleo strut to bounce up and down making the Vampire nod it's nose prettily. This was preferably done when given the stop sign by the marshaller in the lines. It really was schoolboy nonsense, but we all did it....” Move over Red Baron - by John Laming