Between 1954 and 1964, the DeHavilland Vampire NF54, known as the NF10 in the Royal Air Force, played an essential role in protecting the night skies of Delhi and Bombay. This period in the Indian Air Force history is marked by the unique and intriguing story of its sole dedicated night fighter.
Initially designed as an affordable export model in response to an order from the Egyptian Air Force, the NF10 cleverly borrowed the Vampire day-fighter’s wings and tail unit. It also featured a side-by-side seating arrangement, drawing inspiration from the Mosquito NF36 night fighter, with the navigator/radar operator seated to the pilot’s right.
The project took an unexpected turn when Egypt could not fulfil its order due to an embargo, leading the RAF to become its primary customer. At a time when the RAF sought a replacement for its Mosquito NF36, the delayed arrival of the Gloster Meteor NF11 meant that the Vampire NF10 temporarily filled this gap. This serendipitous development rescued the Vampire NF10 from potential obscurity, cementing its role as an essential interim solution in evolving night-fighting capabilities for the RAF and, subsequently, the IAF.
Equipped with a Goblin-3 engine, the Vampire NF10 showcased remarkable endurance, capable of operating for 2 hours at 30,000 feet. Its fuel system was designed to accommodate aerobatics, providing stability and precision. The aircraft was also fitted with cutting-edge technology for its era, including AI Mk10 Radar and IFF Mk3, bolstering its effectiveness in night missions. Armed with four 20-mm Hispano cannons, it was a formidable asset in air combat.
Despite its impressive specifications—38 feet in wingspan, 13,100 pounds in maximum weight, a top speed of 538 mph, and a range of 1,220 miles with drop tanks—the NF10 had its limitations. The absence of ejection seats in a single-engine frame raised safety concerns among aircrew. Moreover, its electrical systems were considered rudimentary for night operations. While the Mk10 AI radar was somewhat outdated, it remained effective with ground control interception, demonstrating a functional range of 6 miles/ 300 feet.
Ninety Vampire NF10s were produced, with the Royal Air Force acquiring 76 and the Italian Air Force taking 14. Between 1951 and 1954, three RAF squadrons flew these aircraft before moving on to more advanced models. Spotting an opportunity, India secured 30 of these aircraft in two tranches (18 in 1954 and 12 in 1957), receiving the export designation NF54.
The Indian Air Force’s decision to integrate the Vampire NF10 night fighters into its fleet stemmed from strategic insight and necessity amid a complex security landscape. A key driver was the threat from the Pakistan Air Force, especially its Halifax bombers and the newly added B-57s. The Halifax, though older, had proven its mettle in the Kashmir War by performing night-time supply drops, suggesting its potential for night bombing and parachute missions. This threat likely spurred the IAF to seek effective nocturnal countermeasures.
Additionally, the IAF was enhancing its Air Defence network, focusing on safeguarding major cities. This shift towards a comprehensive AD strategy underscored the need for a platform adept at night operations, ensuring uninterrupted air security.
The IAF’s existing relationship with the Vampire platform, a staple in its day-fighter lineup and locally produced by Hindustan Aeronautics Limited, facilitated the NF10’s integration. This move capitalised on the IAF’s established familiarity with Vampire’s operational and maintenance protocols, making the NF10 an apt addition to its night-fighting arsenal.
This acquisition coincided with significant advancements in the IAF’s AD infrastructure. Following the 1949 procurement of Marconi T-13/14/15 radars, the IAF set up its inaugural Sector Operations Centre for Ground Control Interception in Delhi (11 SU) in 1954. This development was synchronised with establishing its first Night Fighter Squadron (10 Sqn) at Palam.
In December 1953, a handpicked group from the Indian Air Force embarked on a trip to the United Kingdom for specialised training on the Vampire NF10 night fighters. No. 10 Squadron was selected for this upgrade and moved from Halwara to Palam that December in readiness for its new mission. By June 1954, Squadron Leader David Bouche, fresh from his training at RAF Rushton and Leeming, returned to assume command of the 10 Squadron, heralding its move into the IAF’s night-fighting force with the arrival of the first aircraft.
Operating the NF10 required skill and precision. Pilots had to be adept at instrument flying in the darkness, while navigators/radar operators were charged with conducting interceptions. This critical role involved navigating through the night, managing the radar system, syncing with ground control for strategic positioning, and directing the aircraft in combat. Only the most skilled IAF personnel were chosen for these demanding night-fighting roles.
The navigator’s position was vital, blending night navigation, radar operations, communication with ground control, and tactical command for engaging targets. Their pivotal role often led to navigators being temporary commanding officers or flight commanders within the night fighter squadrons.
The Indian Air Force operated the Vampire NF10s exclusively with the 10 Squadron until January 1958, when it broadened its night-fighting capabilities by forming the 37 Squadron. Stationed at Palam, this new squadron was formed with experienced personnel from the 10 Squadron, bolstered by the addition of 12 NF10s acquired from the RAF in 1957-58.
The 37 Squadron’s stint with the Vampire NF10s from 1958 to 1962 blended accomplishments and losses, marking a period of operational engagement.
1958 proved challenging for the squadron, witnessing two fatal accidents – unprecedented events in the NF fleet’s history. A tragic incident in May 1958 saw an NF10 ablaze over Delhi, leading to a devastating crash at Safdarjung Airport. This calamity resulted in the loss of the pilot and navigator, alongside a fire that annihilated 12 aircraft from the Flying Club and claimed the lives of four mechanics. Later in August, another NF10 vanished, presumed crashed, further grieving the squadron.
Having moved to Poona in Feb 1960, the 37 Squadron played a part in the 1961 Goa liberation operations. They executed a bold reconnaissance mission over Dabolim, flying at a low altitude of 300 feet, drawing anti-aircraft fire. Their operations extended over Daman, including a night scramble to intercept a Portuguese Super Constellation aircraft. Having taken off from Dabolim, this aircraft sought to evade detection by flying at low altitudes towards Karachi.
The “Nosey Dakota” – HJ879, is a fascinating chapter in the story of the Indian Air Force’s night fighter fleet. Acquired in 1958 and flown from the UK, this Dakota Mk IV underwent significant modifications to fit a radome on its nose, equipping it with radar for search and homing on airborne targets. Specifically tasked with training the 10 Squadron’s navigators, the “Nosey Dakota” offered invaluable hands-on radar operation experience, essential for their night-fighting missions.
Predominantly flown by HMPS Pannu, this specialised aircraft honed navigators’ skills in positioning their aircraft optimally for pilots to engage targets. During training, it would simulate combat scenarios by positioning itself at 6 o’clock below a Harvard, serving as a practice target, thus preparing the navigators for actual combat situations.
Unlike many of its counterparts with the second stage deactivated, the radome addition and maintenance of two-stage superchargers set this Dakota Mk IV apart. While enhancing its capabilities, this unique feature also presented challenges, particularly in piloting, due to the reduced visibility from its modified nose. Nevertheless, its role as a critical training asset was undeniable, and it later transitioned to serve with the 43 Squadron as a conventional Dakota.
Air Vice Marshal KK Jain, who served in 1961 as a young fighter controller with the 11 Signals Unit at Najafgarh, had the distinct role of operating the T-14/15 Marconi Radar. His duties included controlling the night fighters of the 10 Squadron, providing him with a front-row seat to exercises with the Liberators of the 6 Squadron. These operations, vivid in Jain’s memory, highlighted the tactical prowess of the IAF’s night-fighting capabilities.
The Vampire NFs’ era in the Indian Air Force concluded with the 37 Squadron transitioning to the Hunter aircraft in October 1962 and the 10 Squadron decommissioning in April 1964. This shift likely stemmed from the Vampire fleet’s declining reliability and the introduction of the MiG-21, which presented advanced capabilities and diminished the need for distinct day/night fighter units.
The retirement of the Vampire NFs marked the beginning of a challenging period for the IAF, which was evident during the 1965 war. The MiG-21s, not yet optimised for night missions, struggled to fill the void the dedicated night fighters left. A poignant moment from this era was the unexpected loss of a MiG-21 to a lone B-57 bomber—nicknamed “8-pass Charlie”—in a nighttime raid, illustrating the critical need for night operational capacity. This capability gap would remain until the MiG-21s were suitably equipped for night operations by 1971.
Within the story of these night fighters, this image showcases SR Powar, the commanding officer, amidst the entire assembly of the 10 Squadron. Likely captured between 1957 and 1959, this picture pays homage to the crew’s unwavering dedication as they ventured into the night to protect the skies above.
58 years following the retirement of the Vampire NFs, their legacy perseveres. The sole surviving Vampire NF54, identified as ID606, holds a place of honour at the Air Force Museum in Palam, serving as a vigilant symbol over Delhi. This timeless relic is a tribute to the IAF’s journey through the challenges and triumphs of air combat, showcasing the progression of aerial warfare tactics.
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