On 22 May, HARS members removed the Goblin engine from Vampire A79-637 as part of the recently renewed restoration activities on that wonderful de Havilland aeroplane with its antecedents at the very beginning of the Jet era of aviation.

Work on removing the engine began on 21 May, with Vampire team members ensuring that all the necessary disconnections had been made. There was then some work done on preparing the lifting sling and making sure that it would safely lift the 720kg engine in a level attitude with the tail pipe still attached. This was important, as the engine is a very tight fit in the airframe and, once the four engine mount bolts at the front of the engine have been removed, the engine must be moved slightly rearwards and then very carefully lifted upwards (with some judicious ‘jiggling’ by a helper at the tail pipe). While this is being done, other helpers positioned either side of the engine ensure that it does not foul on any of the numerous obstacles, including control cable pulleys, that seem to have been cleverly placed on the airframe, by the designers, to prevent it coming out.

The photos show the removal process underway on 22 May, but fortunately do not record the colourful language seemingly aimed at trying to expand the space around the engine to allow it to escape from its confines.

However, patience and animal cunning eventually prevailed and the engine was lifted clear of the aeroplane, mounting trunnions were attached, and it was then safely lowered and secured to the maintenance stand.

With the tail booms and empennage having been previously removed, the next step will be to jack and sling the aircraft so that it can be placed on, and supported by, a mobile fuselage stand with a trestle under the forward fuselage and a rear support frame that attaches to the recently vacated engine mounting frame (the rear support frame is currently being fabricated by HARS member John Locke).

Once that has been done, we will remove the left and right wings so that we can carry out, and properly document, vital structural inspections. These include non-destructive inspections of the wing attachment fittings, both on the wings and fuselage, as well as all of the engine mounting hardware.

Work will also start on fitting out the engine for re-installation (this engine – an ex-Swiss Air Force example – being intended to serve only as a taxying engine at this stage).

Stay tuned for the next exciting episode in the restoration to flying condition of A79-637.

Originally named the ‘Spider Crab’, the aircraft was entirely a de Havilland project, exploiting the company’s extensive experience in using moulded plywood for aircraft construction, as used in the Mosquito bomber. It was the last time composite wood and metal construction was used in high performance military aircraft. It had conventional straight mid-wings and a single jet engine placed in an egg-shaped, aluminium surfaced fuselage exhausting in a straight line. To reduce the losses caused by a long jetpipe the designers used the distinctive tail with twin booms.

The prototype LZ584G had its maiden test flight on 20 September 1943 from Hatfield, England. The production Vampire Mk1 did not fly until April 1945. Although eagerlytaken into service by the RAF, it was still being developed at war’s end, consequently the Vampire never saw combat in World War 2.

Under special arrangement with Australia, de Havilland built 80 single seat aircraft at their Bankstown factory. The first Australian built aircraft flew in June 1949. The single seat aircraft were powered by Rolls Royce Nene engines, built under license by the Commonwealth Aircraft Corporation in Melbourne. These were the first jet engines built in Australia and were reclassified as Vampire FB.Mk 30s. The aircraft was developed initially as a single seat fighter but was subsequently developed into a night fighter, fighter/bomber and trainer versions. A total of 3,987 were built world-wide between 1943 and 1961.

In 1962 the Central Flying School RAAF was responsible for producing the RAAFs aerobatic display teams. The first formed was a team of four, called the ‘Red Sales’, flying de Havilland Vampire jet aircraft. A second team, the ‘Telstars’ was formed in 1963 also flying Vampires.

Vampire A79-665 was used by the Telstars and was restored by 25 Squadron at RAAF Pearce and became part of the now defunct West Australian Museum of Aviation. It was sold for $20,000 in 1994 and was subsequently purchased by HARS.

De havilland T-35A Vampire A-79-665 VH-FJW

Aircraft Specifications

Length 9.37 m |  30 ft 9 in

Wing Span 11.6 m  |  38 ft

Height 1.88 m  |  6 ft 2 in

Empty Weight 3,300 kg  |  7,270 lbs

Maximum Take Off Weight 5,618 kg  |  12,385 lbs

Maximum Speed 860 km/h  |  530 mph

Maximum Range 1,755 kms  |  1,090 mls

Service Ceiling 12,000 m  |  40,000 ft

Engines

Power Plant De Havilland Goblin 2 turbojet

Power Plant Weight 6.3 kg  |  1,420 lbs

Armament

Guns 4 x 20 mm (0.787 in) Hispano Mk. V cannon

Rockets 8 x 76 mm (3 in) rockets

Bombs 2 x 455 kg (1,000 lb) bombs