View source for De Havilland Venom

{{Short description|Fighter aircraft family}}
{{Use dmy dates|date=August 2019}}
{{Use British English|date=June 2013}}
{{lowercase title|de Havilland Venom}}
{{Infobox aircraft
 |name= DH 112 Venom
 |image= File:Venom 3 (4703782203).jpg
 |image_border= yes
 |caption= Privately owned Venom FB.50 in flight. 
 |type= [[Fighter-bomber]]
 |national_origin= United Kingdom
 |manufacturer= [[de Havilland|de Havilland Aircraft Company]]
 |designer=
 |first_flight= 2 September 1949
 |introduction= 1952
 |retired= 1983
 |primary_user= [[Royal Air Force]]
 |more_users= [[Swedish Air Force]] <br> [[Swiss Air Force]] <br> [[Venezuelan Air Force]]
 |produced=
 |number_built= 1,431 (including Sea Venom/Aquilon)<ref name="vectorsite">{{cite web |last=Gobel |first= Greg |url=https://www.vectorsite.net/avvamp_3.html |archive-url=https://web.archive.org/web/20051120161848/http://www.vectorsite.net/avvamp_3.html |archive-date=2005-11-20 |title=DH Venom / DH Sea Vixen |work=vectorsite.net |date=1 July 2005 |url-status=usurped |accessdate= 15 August 2019}}</ref>
 |developed_from= [[de Havilland Vampire]]
 |variants= [[de Havilland Sea Venom|de Havilland Sea Venom/Aquilon]]
}}

The '''de Havilland DH 112 Venom''' is a British [[post-war]] single-engined [[jet aircraft]] developed and manufactured by the [[de Havilland|de Havilland Aircraft Company]]. Much of its design was derived from the [[de Havilland Vampire]], the firm's first jet-powered combat aircraft; it was initially referred to as the ''Vampire FB 8'' prior to the adoption of the Venom name.<ref>Gunston 1981, p. 52.</ref>

The Venom was developed during the late 1940s to fulfil [[Air Ministry]] [[List of Air Ministry specifications#1940.E2.80.931949|Specification F.15/49]], under which the aircraft was intended to be operated as an interim solution, lying between the first generation of British jet fighters – straight-wing aircraft powered by [[centrifugal compressor|centrifugal flow]] engines such as the [[Gloster Meteor]] and the Vampire – and later swept wing, [[axial compressor|axial flow]]-engined combat aircraft, such as the [[Hawker Hunter]] and [[de Havilland Sea Vixen]]. In comparison with the Vampire, it had a thinner wing and a more powerful [[de Havilland Ghost|de Havilland Ghost 103]] [[turbojet]] engine, making the aircraft more suitable for high altitude flight. Both the [[Royal Air Force]] (RAF) and the [[Royal Navy]] took interest in the type; in order to suit the needs of the latter, a specialised derivative, the [[de Havilland Sea Venom|Sea Venom]], was produced; it was a navalised model of the aircraft that was suitable for [[aircraft carrier|carrier]] operations. A dedicated model for [[aerial reconnaissance]] was also procured by the [[Swiss Air Force]]. On 2 September 1949, the first Venom prototype, ''VV612'', performed its [[maiden flight]].

The Venom entered service with the RAF in 1952, where it was operated as both a single-seat [[fighter-bomber]] and two-seat [[night fighter]]. Despite the type's relatively short service life with the RAF, British Venoms flew on operations on several occasions, including the [[Suez Crisis]], the [[Malayan Emergency]], and the [[Aden Emergency]]. It was withdrawn from front line operations by the service in 1962 following the introduction of more capable aircraft. The Venom had also proved to be popular on the export market, having been sold in substantial numbers to [[Iraq]], [[New Zealand]], [[Sweden]], [[Switzerland]] and [[Venezuela]]. The Swiss Air Force was the final operator to use the type in an active military role, finally retiring their last examples during 1983. Large numbers of ex-military Venoms have since been acquired by private entities and several have continued to fly, performing displays at various air shows, while many examples have been preserved in static display conditions in museums and as [[gate guardian]]s.

==Development==
===Origins===
[[File:De Havilland Venom FB1 3-view silhouette.jpg|thumb|de Havilland Venom FB 1]]

During 1948, the British aircraft manufacturer de Havilland proposed a development of the Vampire, furnished with a thinner wing and a more powerful engine, to serve as a high altitude fighter, designated as the 'Vampire FB 8' ("fighter bomber Mark 8").<ref name = "fred 91"/> The design gradually shifted, with company designation DH 112, in order to fulfill [[Air Ministry]] requirement OR.277, defined in [[List of Air Ministry specifications#1940.E2.80.931949|Specification F.15/49]], which sought a fast, manoeuvrable and capable fighter-bomber to replace the [[Royal Air Force]]'s (RAF) existing Vampires in that capacity.<ref name = "birt 61">Birtles 1999, p. 61.</ref> From the onset, the envisioned role had been intended as an interim fighter-bomber, while the development of aircraft capable of even greater performance had already been anticipated by the service.<ref name = "birt 61"/><ref name = "fred 91"/>

Although generally similar in appearance to the preceding Vampire, sharing the distinctive [[twin-boom]] tail and composite wood/metal structure, the Venom was a completely new design.<ref>Thetford 1962, p. 186.</ref> As originally designed, it was powered by the [[de Havilland Ghost|de Havilland Ghost 103]] [[turbojet]] engine, which was capable of generating 4,850lb of thrust, considerably more powerful than the earlier [[de Havilland Goblin]] that had been used on the Vampire.<ref name = "birt 61"/> The Venom adopted a wing designed with a [[leading edge]] sweepback of 17.6 degrees, a minimised thickness/chord ratio reduced from 14 per cent to 10 per cent, while the [[trailing edge]] was straight; a pair of optionally-fitted wing tip tanks were also designed to be fitted without any negative impact on the aircraft's overall combat manoeuvring capability.<ref name = "birt 61"/>

A single Vampire F 1 had flown with the new Ghost engine in 1947. On 2 September 1949, the first Venom prototype, ''VV612'', performed its [[maiden flight]] at [[Hatfield, Hertfordshire]], piloted by [[John Derry]].<ref name="Birt 1 p242">Birtles ''Air Pictorial'' July 1971, p. 242.</ref><ref name = "birt 63">Birtles 1999, p. 63.</ref> In May 1950, following the end of company trials, the prototype was delivered to [[MoD Boscombe Down|RAF Boscombe Down]] for official trials by the [[Aeroplane and Armament Experimental Establishment]] (A&AEE). In the course of these trials, the aircraft proved capable of satisfactory performance, including the besting of some contemporary fighters during mock combat, while some minor faults were also uncovered.<ref name = "birt 63"/> On 23 May 1950, the second prototype, ''VV613'', officially joined the development programme; it was delivered to the A&AEE for further trials on 3 April 1951.<ref name = "birt 63"/>

The first six production Venom also participated in trials performed by both de Havilland and the A&AEE.<ref name = "birt 64">Birtles 1999, p. 64.</ref> On 21 April 1952, the first delivery of a production-standard Venom, a single-seat fighter-bomber, was made to the [[Central Fighter Establishment]], where it was used for a full service evaluation prior to the type being cleared for active service.<ref name = "birt 64"/> During 1952, the initial production model entered operational service with the RAF as the 'Venom FB 1'.<ref name="Birt 1 p243">Birtles ''Air Pictorial'' July 1971, p. 243.</ref> A total of 375 of this initial model were constructed.

===Further development===
[[File:DH.112 Venom NF.3 WX791 FAR 11.09.54 edited-2.jpg|thumb|A Venom NF.3. Note the clear view canopy and revised tail surfaces of this mark.]]
On 22 August 1950, an improved Venom, the ''NF.2'' night fighter, performed its first flight, piloted by John Derry.<ref name = "birt 72"/> de Havilland had developed it from the single seat ground attack-oriented Venom to serve as a replacement for the Vampire NF 10. For this variant, the fuselage was redesigned to accommodate a two-man crew, (pilot and navigator/radar operator), seated in a side-by-side configuration, and an [[aircraft interception radar]] installed in the extended nose.<ref name = "birt 72">Birtles 1999, p. 72.</ref> During late 1953, the Venom NF.2 entered squadron service, after being delayed to resolve minor problems that had been discovered.<ref name="Birt 2 p281-2">Birtles ''Air Pictorial'' August 1971, pp. 281–282.</ref> Specifically, preliminary handling trials had revealed unsatisfactory performance in poor weather conditions.<ref name = "birt 72 73">Birtles 1999, pp. 72–73.</ref>

The Venom NF.2 was modified after being involved in several accidents in which pilots had difficulty making night-time approaches. Changes included the adoption of jettisonable clear canopies and alterations to the [[flight control surfaces]], and the altered aircraft were re-designated ''NF.2A''s.<ref name = "birt 73 75">Birtles 1999, pp. 73, 75.</ref> The Venom NF.2 was soon followed by the ''NF 3'', which was the ultimate night fighter variant of the Venom. It incorporated further improvements, including power-actuated ailerons and an improved air interception radar.<ref name = "birt 75">Birtles 1999, p. 75.</ref> In 1953, the Venom NF 3 performed its first flight; it entered operational service with the RAF during June 1955.<ref name = "birt 75 76">Birtles 1999, pp. 75–76.</ref>

[[File:DH.112 Venom FB4 WR540 Ringway 25.03.56 edited-2.jpg|thumb|A Venom FB.4, note the revised tail surfaces. This aircraft served Nos. 28 and 60 Squadrons of the RAF.]]
The final Venom model developed for the RAF was the single-seat ''FB.4'', which first flew on 29 December 1953.<ref name="Birt 1 p244">Birtles ''Air Pictorial'' July 1971, p. 244.</ref> It entered service in 1955 and 250 were built. The FB.4 was powered by a single 4,850&nbsp;lbf (21.6&nbsp;kN) thrust de Havilland Ghost 103 engine. It was the first Venom to be fitted with an ejector seat, as well as being furnished with redesigned tail surfaces and [[hydraulics|hydraulically]] powered [[aileron]]s.<ref name="BritishFighter p363">The British Fighter since 1912 p. 363.</ref><ref name="Aircraft-RAF p235">Aircraft of the Royal Air Force since 1918 pp. 235–236.</ref><ref name="Venomfb4PN">Pilot's Notes Venom FB Mk 4: 2nd edition A.P.4335D pp. 9, 37.</ref> The new [[rudder]] design prevented excessive [[Aircraft principal axes#Vertical axis .28yaw.29|yaw]] and eliminated incidents of rudder locking at low speeds. The FB 4 variant was the first to be compatible with the underwing fuel tanks.<ref name = "birt 67"/>

The majority of the type's production was conducted by de Havilland themselves. Following the completion of an initial batch of 15 production Venoms, manufacturing was transferred from de Havilland's Hatfield facility to their larger production plant at [[Hawarden Airport]].<ref name = "birt 65">Birtles 1999, p. 65.</ref> On 26 July 1952, the first Hawarden-built Venom was delivered to the RAF.<ref name = "birt 65"/> In addition, the construction effort was augmented by numbers of Venom FB.1, FB.4 and NF.51 aircraft that were produced by [[Fairey Aviation]] at [[Manchester Airport|Manchester (Ringway) Airport]].<ref>Scholefield 1998, p. 38.</ref><ref name = "birt 65 68">Birtles 1999, pp. 65, 68.</ref> At one point, the production of further Venoms at the [[Bristol Aeroplane Company]]'s [[Filton Airport|Filton]] facility was considered but was ultimately not pursued.<ref name = "birt 65"/> During the early 1950s, the prospects for Italian aircraft manufacturer [[Fiat Aviazione]] producing the type under [[Licensed production|license]] were explored; these did not materialise however.

On account of substantial demand for the type from the [[Swiss Air Force]], a licensed production arrangement was established with a consortium of Swiss aviation manufacturers in 1953, who did produce large numbers of Venoms.<ref name="birt 71">Birtles 1999, p. 71.</ref> In the early 1970s, Swiss Venoms were equipped with a new extended nose to add space for the addition of a [[ultra high frequency]] (UHF) radio, an [[Identification friend or foe]] (IFF) transponder and a SAAB BT-9K [[Fire-control system#Post-World War II systems|ballistic computer]] that was used in conjunction with ground attack ordnance.<ref>{{Cite web |title = Hawker Hunter In British & Foreign Service |url = http://www.wingweb.co.uk/aircraft/Hawker_Hunter_in_service.html |url-status = live |access-date = 26 March 2021 |website = wingweb.co.uk |archive-url = https://web.archive.org/web/20110722042633/http://www.wingweb.co.uk/aircraft/Hawker_Hunter_in_service.html |archive-date = 22 July 2011}}</ref><ref>{{Cite web |title = DH-112 VENOM – Der vielseitige |url = https://www.gazette-online.ch/blog/nullam-vitae-nibh-un-odio-2-4/ |url-status = live |access-date = 15 March 2021 |website = gazette-online.ch |language = de |archive-url = https://web.archive.org/web/20210412151950/https://www.gazette-online.ch/blog/nullam-vitae-nibh-un-odio-2-4/ |archive-date = 12 April 2021 }}</ref>

==Design==
The de Havilland Venom was a jet-propelled combat aircraft, featuring a distinctive twin-boom tail and composite wood/metal structure. Originally developed as a ground-attack fighter, it served as an [[interceptor aircraft|interceptor]] as well.<ref name = "birt 61 65 66">Birtles 1999, pp. 61, 65–66.</ref> It possessed a favourable rate of climb and other positive characteristics that lent itself well to combat operations, and represented a significant advance over the preceding Vampire.<ref name = "birt 65 66">Birtles 1999, pp. 65–66.</ref> It was a sound ground attack aircraft, possessing good manoeuvrability, steadiness, endurance, handling, and a range of compatible stores.<ref name = "birt 67"/> The Venom's manoeuvrability even gave it an edge against many [[dogfight]]ers of the era, although its limited top speed proved to be a weakness in this role. Early issues, such as a rear spar weakness and [[flash fire]]s due to the ingestion of vented fuel by the engine air intakes under some conditions, were quickly identified and overcome.<ref name = "birt 67">Birtles 1999, p. 67.</ref>

[[File:De Haviland Venom MG 1308.jpg|thumb|left|[[Flight instruments|Instrument panel]] of a Swiss Venom]]
The Venom FB 1 was armed with four nose-mounted 20&nbsp;mm (.79&nbsp;in) [[Hispano-Suiza HS.404|Hispano Mk V]] [[autocannon]] and could carry either two 1,000&nbsp;lb (approx 450&nbsp;kg) bombs<ref group=note>1,000 lb was the nominal weight of these Medium Capacity bombs{{Citation needed|date=May 2017}}</ref> or eight [[RP-3]] "60&nbsp;lb" air-to-ground rocket projectiles – the heavier bombs being an improvement over the Vampire FB 5. For additional range, each of the wing tips could be fitted with a {{convert|75|impgal|L|abbr=on}} fuel tank, freeing up the underwing stores positions for other stores and munitions, these tanks could not be jettisoned during flight.<ref name = "birt 61"/> When installed, the tip tanks also had the effect of improving the aircraft's roll rate, which was lower than many of its contemporaries.<ref name = "birt 63"/> Early production Venoms commonly suffered from weaknesses within the wing structure, leading to flight limitations and warning markings being applied to distinguish them from typical aircraft.<ref name = "birt 65"/>

The Venom FB 1 was powered by a single 4,850&nbsp;lbf (21.6&nbsp;kN) thrust de Havilland Ghost 48 Mk.1 turbojet engine; later marks were equipped with increasingly powerful models.<ref name = "birt 61"/> The engine was ignited using explosive cartridges, known as [[Coffman engine starter]]s; at the time, many operators were not previously familiar with such means of start up.<ref name = "birt 65"/> Early production models lacked [[ejection seat]]s, which was subject to official criticism and in response, they were fitted in later production models.<ref name = "birt 64 65">Birtles 1999, pp. 64–65.</ref> The airframe itself had a relatively short life in UK service as it had been designed as a short term interim aircraft pending development of what would become the [[Hawker Hunter]] but in Swiss service, where the type was subject to a lengthy service life, several strengthening modifications were performed to more than double its viable lifespan.<ref name = "birt 70 71">Birtles 1999, pp. 70–71.</ref> It was known for its simplicity in construction and relative cost-effectiveness, which contributed to its popularity to export customers.<ref name="birt 71" />

==Operational history==
[[File:DH.112 Venom FB.1 WK418 Fairey RWY 03.54.jpg|thumb|Venom FB.1 built by Fairey Aviation in 1954]]
In August 1952, [[No. 11 Squadron RAF|No. 11 Squadron]] become the first overseas squadron to convert to the Venom in exchange for their existing Vampires inventory; No. 11 was responsible for conducting the type's operational service trials for the service.<ref name = "birt 65"/> Upon their introduction to service, none of the single-seat fighter-bomber Venoms were deployed to home-based squadrons; priority was given to overseas forces, such as the [[RAF Second Tactical Air Force|Second Tactical Air Force]] stationed in Germany as well as those stationed in hotter climates where the benefits of the more powerful engine were most felt, such as [[Cyprus]], the [[Middle East]], [[Africa]], and [[Asia]].<ref name = "birt 65"/>

During September 1952, the Venom participated in its first [[NATO]] training operation, [[Exercise Mainbrace]].<ref name = "birt 65"/> In mid-1953, a second Venom wing, consisting of Nos. [[No. 14 Squadron RAF|14]], [[No. 98 Squadron RAF|98]] and [[No. 118 Squadron RAF|118]] Squadrons, was formed at [[Faßberg Air Base|RAF Fassberg]], [[Lower Saxony]]; a third wing, comprising Nos. [[No. 16 Squadron RAF|16]], [[No. 94 Squadron RAF|94]], and [[No. 145 Squadron RAF|145]] Squadrons, was also formed at [[Celle Air Base|RAF Celle]], Lower Saxony, during the following year.<ref name = "birt 66">Birtles 1999, p. 66.</ref> In this capacity, the Venom was only operated for a short time, those squadrons stationed at RAF Fassberg converted to the Hunter in 1955, while those at RAF Celle were disbanded in 1957.<ref name = "birt 66"/>

Throughout the mid-1950s, Venoms were dispatched to the furthest corners of the [[Commonwealth of Nations|Commonwealth]], being typically used to replace the Vampire in the fighter-bomber role.<ref name = "birt 68"/> In August 1955, a flight of four Venoms conducted a 10,000 flight from [[RAF Habbaniya]], [[Iraq]] to [[Wingfield Aerodrome]], [[South Africa]] and back; while on the return leg of this journey, a speed record was set on the [[Cape Town]]-[[Pretoria]] route, covering the 807-mile distance in one hour and 23 minutes.<ref name = "birt 68">Birtles 1999, p. 68.</ref>

On 6 May 1953, the first of the Venom night fighters was delivered to the RAF.<ref name = "birt 73">Birtles 1999, p. 73.</ref> From 1955 onwards, an improved model of the night fighter, the Venom NF.3, was introduced to squadron service.<ref name = "birt 75 76"/> However, the night fighter Venom had only a relatively brief career with the RAF, having been procured to serve as an interim solution while more capable designs were developed. Accordingly, in 1957, the RAF's night fighter Venoms began to be withdrawn in favour of the newly introduced [[Gloster Javelin]] twin-engined all-weather fighter.<ref name = "birt 76">Birtles 1999, p. 76.</ref> In the night fighter role, the Venom was also adopted by export customers; the [[Swedish Air Force]] adopted the type as their principal night fighter in 1955 and operated three squadrons in this capacity.<ref name = "birt 76"/>

RAF Venoms saw action during the [[Malayan Emergency]], which took place between 1948 and 1960, although these aircraft did not commence operations until the mid-1950s with Nos. [[No. 45 Squadron RAF|45]] and [[No. 60 Squadron RAF|60]] Squadrons. While there, the Venom supported counterinsurgency operations against [[Communist]] guerrillas as part of [[Operation Firedog]], the codename for RAF operations in [[Federation of Malaya|Malaya]]. By 15 November 1957, the day on which the Venom was withdrawn from combat in the theatre, the type had conducted more than 300 strikes against guerillas.<ref name = "birt 69"/> Several Venoms were lent to the [[Royal New Zealand Air Force]] (RNZAF) for use during the same conflict, being operated by [[No. 14 Squadron RNZAF]].<ref name="Birt 1 p246-7">Birtles ''Air Pictorial'' July 1971, pp. 246–247.</ref>

[[File:Interlaken Venom 04.JPG|thumb|left|Venoms of the [[Patrouille Suisse]] display team in formation over [[Interlaken]], [[Bern]], 1983]]
The Venom also saw combat service during the [[Suez Crisis]] during late 1956. The type was operated by Nos. [[No. 6 Squadron RAF|6]], [[No. 8 Squadron RAF|8]] and [[No. 249 Squadron RAF|249]] Squadrons, flying from [[RAF Akrotiri]], Cyprus.<ref name = "birt 68"/> The Anglo-French invasion, codenamed [[Operation Musketeer (1956)|Operation Musketeer]], took place in response to the nationalisation of the [[Suez Canal]] by [[Egypt]]'s leader, General [[Gamal Abdel Nasser|Nasser]]. The air war began on 31 October 1956. The Venoms attacked a variety of military installations on the ground; only a single RAF Venom was lost throughout the crisis.<ref name = "birt 68"/>

From 1956 onwards, Middle Eastern-based RAF squadrons progressively received the improved Venom FB 4.<ref name = "birt 68"/> Starting in 1956, RAF Venoms were deployed during the [[Aden Emergency]], where they were used in support of counterinsurgency operations against terrorists and rebel tribesmen in [[Aden]] and [[Oman]].<ref name = "birt 68 69">Birtles 1999, pp. 68–69.</ref> In 1957, British RAF Venoms participated heavily during [[Jebel Akhdar War]] in Oman to expand the territory of the Sultanate, which was a ''de facto'' British colony,<ref name=OBRA>{{cite web |url = https://www.qdl.qa/en/close-relationship-britain-and-oman-1750 |title = A Close Relationship: Britain and Oman Since 1750 |first = Francis |last = Owtram |date = 11 December 2014 |publisher = QDL}}</ref><ref name=GR/><ref name=QoO>{{cite web |url = https://documents-dds-ny.un.org/doc/RESOLUTION/GEN/NR0/236/37/PDF/NR023637.pdf?OpenElement |publisher = United Nations |title = 2302(XXII): Question of Oman |page = 49 |date = 12 December 1967}}</ref> in order to gain access to oil wells in the interior parts of Oman. The RAF conducted 1,635 raids, dropping 1,094 tons and firing 900 rockets at the interior of Oman between July and December 1958; insurgents were the primary targets, resulting various mountain top villages, water channels, and crops being struck in a conflict that remained relatively low profile internationally.<ref name=GR>{{cite news |url = https://www.theguardian.com/uk-news/2016/sep/08/britains-secret-wars-oman |title = Britain's secret wars |work = The Guardian |first = Ian |last = Cobain |date = 8 September 2016}}</ref><ref name=OmansInsurgencies>{{cite book |last = Peterson |first = J. E. |title = Oman's Insurgencies: The Sultanate's Struggle for Supremacy |url = https://books.google.com/books?id=wkUhBQAAQBAJ&pg=PT43 |year = 2013 |publisher = Saqi |isbn = 978-0-86356-702-5 |page = 43}}</ref><ref name=BA>[http://markcurtis.info/wp-content/uploads/2017/06/pro.Oman-1957-9.-Declassified.pdf British National Archives: ''Oman 1957-9''.]</ref> As the conflict progressed, squadrons equipped with the Venom were reequipped, mainly by the [[English Electric Canberra]]; in 1960, the final squadron in the region that used the type was reequipped with the Hunter.<ref name = "birt 69">Birtles 1999, p. 69.</ref>

Outside of the RAF, the Swiss Air Force were the most prolific user of the Venom.<ref name = "birt 71"/> In addition to the domestic production of 136 ground attack-orientated models and its Ghost engine to power them, Switzerland also produced a dedicated [[aerial reconnaissance]] variant of the aircraft, which were outfitted with specially modified underwing fuel tanks that had automated cameras installed in the forward section.<ref name = "birt 71"/> Swiss Venoms were also subject to multiple improvement and upgrade programmes, including life extension modifications, the addition of UHF [[radio]] sets, and an improved license-built [[bombsight]].<ref name = "birt 71"/>

In 1962, all of the remaining Venoms in RAF service were withdrawn from first-line duties. The very last Venoms to leave active service were those aircraft in service with the Swiss Air Force, the last of which being retired from combat duties during the latter part of 1983.<ref name = "birt 71"/>

==Variants==
{{More citations needed section|date=October 2012}}
[[File:DHVenom.jpg|thumb|Privately owned long nosed Swiss Venom FB.54]]
;DH.112 Prototypes 
*VV612 converted from a Vampire FB.5 and first flown as a DH.112 on 2 September 1949.
*VV613 converted from a Vampire FB.5 and first flown as a DH.112 on 29 July 1950.
;FB.1
:Single-seat fighter-bomber, entered service in 1952; 375 built.
;NF.2
:Two-seat night fighter, an interim night fighter developed from a planned export for [[Egypt]]; 91 produced. 
;NF.2A
:Modified NF.2, which received some strengthening improvements to the wing spar after problems, that had led to a number of accidents, had been found with the NF 2 and other Venoms.
;NF.3
:Modified NF.2, including the fitting of ejector seats, the Ghost 104 engine, AI.21 radar (Westinghouse AN/APS-57 provided under US Military Assistance Program)<ref name="3.0 DH Venom / DH Sea Vixen">{{Cite web |title=[3.0] DH Venom / DH Sea Vixen |url=http://www.airvectors.net/avvamp_3.html |access-date=2023-09-10 |website=www.airvectors.net}}</ref> which led to the NF 3's nose being slightly altered; 123 produced.
;FB.4
:Final Venom for the RAF, single-seat fighter-bomber. Ghost 103 engine, ejector seats, powered ailerons and structural modifications; 250 built.<ref name="BritishFighter p363"/><ref name="Aircraft-RAF p235"/><ref name="Venomfb4PN"/>
;FB.50
:Export version used by [[Iraq]] and [[Italy]] in the 1950s; 15 Built.
;NF.51
:Export version of the night fighter for Sweden with Swedish licence-built engines. Sixty-two - 30 NF.2 and 32 NF.2A -  and given the designation '''J33'''.<ref name="3.0 DH Venom / DH Sea Vixen"/> It served 1953–1960 at the dedicated night fighter F1 wing at [[Västerås]].
;Fiat G.80
:Proposed licensed built version of the Venom FB.50 to be built in Italy.

==Operators==
[[File:DH-Venom-hatzerim-2.jpg|thumb|A Venom (formerly of the Swiss Air Force; now in the livery of the Iraqi Air Force) at the [[Israeli Air Force Museum]] in [[Hatzerim]]]]
[[File:DH.112 Venom NF2 WL808 FAR 06.09.52 edited-2.jpg|thumb|RAF Venom NF.2 night fighter at the [[Farnborough air show]] in 1952]]
;{{flag|Iraq|1963}}
:[[Iraqi Air Force]]<ref name="bae">{{cite web |url = https://www.baesystems.com/en/heritage/de-havilland----dh112-venom------sea-venom |title = De Havilland DH112 Venom & Sea Venom |access-date = 9 March 2020 |publisher = BAE Systems}}</ref>
;{{ITA}}
: [[Italian Air Force]] (''Aeronautica Militare Italiana'') received two Venom FB.50s, a plan for Fiat to license-build the aircraft as the G.81 being abandoned.<ref name="Jackson p481">Jackson 1987, p. 481.</ref>
;{{NZL}}
: [[Royal New Zealand Air Force]]
*[[No. 14 Squadron RNZAF|No. 14 Squadron]]
;{{SWE}}
: [[Swedish Air Force]]<ref name="bae"/>
*[[Västmanland Wing]] (F 1)
;{{SUI}}
:[[Swiss Air Force]]<ref name="bae"/>
;{{UK}}
:[[Royal Air Force]]
{{div col|colwidth=30em}}
* [[No. 5 Squadron RAF]]<ref>Halley 1980, pp. 24, 355.</ref> FB.1 & FB.4 (1952–57)<ref>Jefford 1988, p. 25.</ref>
* [[No. 6 Squadron RAF]]<ref>Halley 1980, pp. 26, 355.</ref> FB.1 & FB.4 (1954–57)<ref name="Jefford 1988, p. 26">Jefford 1988, p. 26.</ref>
* [[No. 8 Squadron RAF]]<ref>Halley 1980, pp. 29, 355.</ref> FB.1 & FB.4 (1955–60)<ref name="Jefford 1988, p. 26"/>
* [[No. 11 Squadron RAF]]<ref name="Halley 1980, pp. 34, 355">Halley 1980, pp. 34, 355.</ref> FB.1 & FB.4 (1952–57)<ref>Jefford 1988, p. 27.</ref>
* [[No. 14 Squadron RAF]]<ref name="Halley 1980, pp. 34, 355"/> FB.1 & FB.4 (1953–55)<ref>Jefford 1988, p. 28.</ref>
* [[No. 16 Squadron RAF]]<ref>Halley 1980, pp. 42, 355.</ref> FB.1 (1954–57)<ref>Jefford 1988, p. 29.</ref>
* [[No. 23 Squadron RAF]]<ref>Halley 1980, pp. 51, 355.</ref> NF.2 & NF.3 (1953–57)<ref>Jefford 1988, p. 32.</ref>
* [[No. 28 Squadron RAF]]<ref>Halley 1980, pp. 58, 355.</ref> FB.1 & FB.4 (1956–62)<ref>Jefford 1988, p. 34.</ref>
* [[No. 32 Squadron RAF]]<ref>Halley 1980, pp. 63, 355.</ref> FB.1 & FB.4 (1954–57)<ref name="Jefford 1988, p. 36">Jefford 1988, p. 36.</ref>
* [[No. 33 Squadron RAF]]<ref>Halley 1980, pp. 65, 355.</ref> NF.2A (1955–57)<ref name="Jefford 1988, p. 36"/>
* [[No. 45 Squadron RAF]]<ref>Halley 1980, pp. 79, 355.</ref> FB.1 (1955–57)<ref>Jefford 1988, p. 40.</ref>
* [[No. 60 Squadron RAF]]<ref>Halley 1980, pp. 97, 355.</ref> FB.1 & FB.4 (1955–59)<ref>Jefford 1988, p. 44.</ref>
* [[No. 73 Squadron RAF]]<ref>Halley 1980, pp. 112, 355.</ref> FB.1 & FB.4 (1954–57)<ref>Jefford 1988, p. 47.</ref>
* [[No. 89 Squadron RAF]]<ref>Halley 1980, pp. 127, 355.</ref> NF.3 (1956–57)<ref>Jefford 1988, p. 51.</ref>
* [[No. 94 Squadron RAF]]<ref>Halley 1980, pp. 131, 355.</ref> FB.1 (1954–57)<ref name="Jefford 1988, p. 53">Jefford 1988, p. 53.</ref>
* [[No. 98 Squadron RAF]]<ref>Halley 1980, pp. 135, 355.</ref> FB.1 (1953–55)<ref name="Jefford 1988, p. 53"/>
* [[No. 118 Squadron RAF]]<ref>Halley 1980, p. 153.</ref> FB.1 (1953–55)<ref>Jefford 1988, p. 57.</ref>
* [[No. 125 Squadron RAF]]<ref>Halley 1980, pp. 158, 355.</ref> NF.3 (1955–57)<ref>Jefford 1988, p. 58.</ref>
* [[No. 141 Squadron RAF]]<ref>Halley 1980, pp. 170, 355.</ref> NF.3 (1955–57)<ref name="Jefford 1988, p. 61">Jefford 1988, p. 61.</ref>
* [[No. 142 Squadron RAF]]<ref>Halley 1980, pp. 171, 355.</ref> FB.4 (1959)<ref name="Jefford 1988, p. 61"/>
* [[No. 145 Squadron RAF]]<ref>Halley 1980, pp. 173, 355.</ref> FB.1 (1954–57)<ref name="Jefford 1988, p. 61"/>
* [[No. 151 Squadron RAF]]<ref>Halley 1980, pp. 178, 355.</ref> NF.3 (1955–57)<ref>Jefford 1988, p. 62.</ref>
* [[No. 208 Squadron RAF]]<ref>Halley 1980, pp. 211, 355.</ref> FB.4 (1959–60)<ref>Jefford 1988, p. 69.</ref>
* [[No. 219 Squadron RAF]]<ref>Halley 1980, pp. 222, 355.</ref> NF.2A (1955–57)<ref>Jefford 1988, p. 72.</ref>
* [[No. 249 Squadron RAF]]<ref>Halley 1980, pp. 249, 355.</ref> FB.1 & FB.4 (1954–57)<ref>Jefford 1988, p. 78.</ref>
* [[No. 253 Squadron RAF]]<ref>Halley 1980, pp. 252, 355.</ref> NF.2A (1955–57)<ref>Jefford 1988, p. 79.</ref>
* [[No. 266 Squadron RAF]]<ref>Halley 1980, pp. 261, 355.</ref> FB.1 & FB.4 (1953–57)<ref>Jefford 1988, p. 81.</ref>
{{Div col end}}
;{{VEN}}
: [[Venezuelan Air Force]]<ref name="bae"/>

==Aircraft on display==
[[File:Swiss Air Force De Havilland DH-112 Mk 4 Venom being serviced.jpg|thumb|A [[Swiss Air Force]] Venom with its array of armaments at the [[Flieger-Flab-Museum]].]]

The Venom has been preserved in significant numbers, mainly due to its longevity with the Swiss Air Force. In the UK, a number of Sea Venoms have been preserved, along with examples of the NF 3 and Swiss-built FB.50 and 54. In Sweden, two examples of the NF.51 are preserved.<ref>{{Cite web |last = Nilsson |first = Torsten |date = 16 December 2018 |title = J 33, De Havilland DH 112 Venom NF 2Mk 51 |url = http://www.flygvapenmuseum.se/samlingar/flygplan/vasteras-flygmuseum/j-33-de-havilland-dh-112-venom-nf-2mk-51/ |access-date = 8 November 2020 |website = www.flygvapenmuseum.se|language=sv}}{{Dead link|date=April 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref>{{Cite web |last = Nilsson |first = Torsten |date = 16 September 2020 |title = J 33 – de Havilland D.H 112 Venom NF Mk 51 |url = http://www.flygvapenmuseum.se/samlingar/flygplan/flygvapenmuseum-linkoping/j-33--de-havilland-vampire-dh-112-venom-nf-Mk-51/ |access-date = 8 November 2020 |website = www.flygvapenmuseum.se |language = sv}}{{Dead link|date=April 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> There are many survivors in Switzerland, and other Swiss aircraft are scattered throughout Europe. One such aircraft is preserved in the [[Israeli Air Force]] Museum in [[Hatzerim Airbase|Hatzerim]], although in the colours of the Iraqi Air Force.<ref>[http://www.airliners.net/photo/Iraq---Air/De-Havilland-Venom/1547676/L/ "De Havilland Venom FB50 (DH-112) aircraft."] ''airliners.net'', Retrieved: 8 November 2009.</ref> In Australia, a number of Sea Venom FAW.53s have also survived. Venezuela has the only complete surviving British-built single-seat Venom.{{Citation needed|date=May 2017}}

The [[Polish Aviation Museum]] (PAL) has a British-built Sea Venom, which was used for experiments at de Havilland and the A&AEE and then was transferred to the Imperial War Museum, which sold it to the PAL in 2013.<ref>{{cite web|title=De Havilland DH.112 Sea Venom|url=http://www.muzeumlotnictwa.pl/zbiory_sz.php?ido=279&w=a|website=Polish Aviation Museum}}</ref>

Although the Venom was, for its era, a popular and affordable warbird, currently only one example of the type is airworthy, J-1630/ZK-VNM in New Zealand. However, J-1643/HB-RVY in Switzerland is reportedly undergoing work to return it to airworthy status.{{citation needed|date=June 2022}}

==Specifications (Venom FB.1)==
[[File:De Havilland Venom.png|thumb|Orthographically projection of the Venom NF.3, with profile of the FB.1 (FB 50 similar).]]
[[File:DH_112_Cockpit.jpg|thumb|Instrumentation within the cockpit of a preserved Venom]]
{{Aircraft specs
|ref= ''Fighters of the Fifties'',<ref>Gunston 1981, {{page needed|date=January 2023}}</ref> ''International Warplanes''<ref name = "fred 91">Fredriksen 2001, p. 91.</ref>
|prime units?= imp
<!--
        General characteristics
-->
|crew= 1
|length ft= 31
|length in= 10
|length note=
|span ft= 41
|span in= 8
|span note=
|height ft= 6
|height in= 2
|height note=
|wing area sqft= 279
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil=<!--'''root:''' [[NACA airfoil|NACA ]]; '''tip:''' [[NACA airfoil|NACA ]]<ref name="Selig">{{cite web |last1 = Lednicer |first1 = David |title = The Incomplete Guide to Airfoil Usage |url = https://m-selig.ae.illinois.edu/ads/aircraft.html |website = m-selig.ae.illinois.edu |access-date = 16 April 2019}}</ref>-->
|empty weight lb= 9,202
|empty weight note=
|gross weight lb= 15,400
|gross weight note=
|max takeoff weight lb=
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number= 1
|eng1 name= [[de Havilland Ghost 103]]
|eng1 type= [[centrifugal-flow turbojet]] engine
|eng1 lbf= 4,850
|eng1 note=
<!--
        Performance
-->
|max speed mph= 640
|max speed note=
|max speed mach=<!-- supersonic aircraft -->
|cruise speed mph=
|cruise speed note=
|stall speed mph=
|stall speed note=
|never exceed speed mph=
|never exceed speed note=
|range miles= 1,080
|range note=
|combat range miles=
|combat range note=
|ferry range miles=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling ft= 39,400
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|glide ratio=<!-- sailplanes -->
|climb rate ftmin= 9,000
|climb rate note=
|time to altitude=
|lift to drag=
|wing loading lb/sqft= 56.17
|wing loading note=
|fuel consumption lb/mi=
|thrust/weight= 0.41

|more performance=<!--
*'''Take-off run:''' {{cvt||ft|0}}
*'''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt||ft|0}}
*'''Landing run:''' {{cvt||ft|0}}
*'''Landing distance from {{cvt|50|ft|0}}:''' {{cvt||ft|0}}-->
<!--
        Armament
-->
|guns= 4 × [[Hispano-Suiza HS.404|20 mm (.79 in) Hispano Mk.V cannon]], with 600 rounds total (150 rpg).
|rockets= 8 × [[RP-3]] "60 lb" (27 kg) rockets or
|bombs=2 × {{cvt|1000|lb}} MC bombs

|avionics=
}}

==See also==
{{External media|topic= |width=20% |float=right |video1=[https://www.youtube.com/watch?v=Miqq8hbIxwY Preserved Venom performing an aerial display] |video2=[https://www.youtube.com/watch?v=EiBMuBx10_E In-cockpit view of a Venom flight] |video3=[https://www.youtube.com/watch?v=y01l_ZdnJjk Image compilation of a preserved Venom]}}
{{Portal|UK|Aviation}}
{{aircontent
|related=
* [[de Havilland Sea Venom|de Havilland Sea Venom/Aquilon]]
* [[de Havilland Vampire]]
* [[de Havilland Sea Vixen]]
|similar aircraft=
* [[Mikoyan-Gurevich MiG-9]]
* [[Republic F-84 Thunderjet]]
* [[Saab 21R]]
* [[Yakovlev Yak-25 (1947)]]
|lists=
* [[List of aircraft of the Royal Air Force]]
* [[List of fighter aircraft]]
|see also=
}}

==References==
===Notes===
{{Reflist|group=note}}

===Citations===
{{Reflist|30em}}

===Bibliography=== 
* {{cite book |last = Birtles |first = Philp |title = De Havilland Venom: Part 1: Single Seaters in RAF Service |publisher = Air Pictorial |date = July 1971 |volume = 33 |number = 7 |pages = 242–247}}
* {{cite book |last = Birtles |first = Philp |title = De Havilland Venom: Part 2: Night-fighters and export machines |publisher = Air Pictorial |date = August 1971 |volume = 33 |number = 9 |pages = 281–284}}
* {{cite book |last = Birtles |first = Philp |title = Postwar Military Aircraft: De Havilland, Vampire, Venom and Sea Vixen v. 5 |publisher = Ian Allan Publishing |date = 1999 |isbn = 0-71101-566-X}}
* {{cite book |last = Fredriksen |first = John C. |title = International Warbirds: An Illustrated Guide to World Military Aircraft, 1914–2000 |publisher = ABC-CLIO |date = 2001 |isbn = 1-57607-364-5}}
* {{cite book |last = Green |first = William |title = The World's Fighting Planes |location = London, UK |publisher = Macdonald |year = 1964}}
* {{cite book |last = Gunston |first = Bill |title = Fighters of the Fifties |location = Cambridge, UK |publisher = Patrick Stephens Limited |year = 1981 |isbn = 0-85059-463-4}}
* {{cite book |last = Halley |first = James J. |title = The Squadron of the Royal Air Force |location = Tonbridge, Kent, UK |publisher = Air Britain (Historians) Ltd. |year = 1980 |isbn = 0-85130-083-9}}
* {{cite book |last = Jackson |first = A.J. |title = De Havilland Aircraft since 1909 |location = London, UK |publisher = Putnam |edition = Third |year = 1987 |isbn = 0-85177-802-X}}
* {{cite book |last1=Jefford |first1=C.&nbsp;G. |title= RAF Squadrons. A comprehensive record of the movement and equipment of all RAF squadrons and their antecedents since 1912 |year=1988 |publisher= Airlife  Publishing |location= [[Shrewsbury]], UK |isbn= 1-85310-053-6 }}
* {{cite book |last = Mason |first = Francis K. |title = The British Fighter since 1912 |year = 1992 |isbn = 0-85177-852-6 |page = 363|publisher = Putnam Aeronautical }}
* {{cite book |last = Scholefield |first = R.A. |title = Manchester Airport |publisher = Sutton Publishing |location = Stroud, UK |date = 1998 |isbn = 0-7509-1954-X}}
* {{cite book |last = Thetford |first = Owen |title = Aircraft of the Royal Air Force since 1918 |publisher = Putnam & Co. Ltd. |year = 1962 |isbn = 0-85177-810-0 |pages = 235–236}}
* {{cite book |editor-first = Jim |editor-last = Winchester |title = De Havilland Sea Vixen: Military Aircraft of the Cold War (The Aviation Factfile) |location = Rochester, Kent, UK |publisher = The Grange plc. |date = 2006 |isbn = 1-84013-929-3}}
*{{cite journal |last1=Wixey |first1=Ken |title=Vampire with Attitude: De Havilland's Venom is 50 |journal=Air Enthusiast |date=January–February 2000 |issue=85 |pages=35–41 |issn=0143-5450}}

==External links==
{{Commons category|De Havilland DH.112 Venom}}

{{de Havilland aircraft}}
{{British military aircraft since World War II}}
{{Swedish military aircraft designations}}
{{Authority control}}

[[Category:1940s British fighter aircraft]]
[[Category:De Havilland aircraft|Venom]]
[[Category:Twin-boom aircraft]]
[[Category:Single-engined jet aircraft]]
[[Category:Mid-wing aircraft]]
[[Category:Aircraft first flown in 1949]]
[[Category:Aircraft with retractable tricycle landing gear]]