De Havilland D.H.9
Варианты:
De Havilland - D.H.9 - 1917 - Великобритания
Страна: Великобритания
Год: 1917


Двухместный дневной бомбардировщик
Описание
Фотографии
Airco (de Havilland) D.H.9

   После серии налетов на Лондон германских бомбардировщиков британское правительство в середине 1917 года решило увеличить мощь Королевского воздушного корпуса. В результате военно-воздушный комитет издал приказ о том, чтобы большая часть вновь сформированных эскадрилий оснащалась бомбардировщиками. Было дополнительно заказано большое количество D.H.4, но вскоре стало понятно, что необходим новый бомбардировщик дальнего действия.
   Из-за нежелания отказываться от оснащения, подготовленного для масштабного производства D.H.4, были предприняты попытки сохранить детали конструкции этого самолета в новой разработке.
   Прототип Airco (de Havilland) D.H.9 был построен как модификация D.H.4. Крылья, хвостовое оперение и шасси остались такими же, но фюзеляж был переделан. Носовая часть стала более обтекаемой, а кабины пилота и стрелка размещены вплотную друг к другу, благодаря чему члены экипажа могли общаться между собой.
   Прототип был оснащен одним поршневым двигателем ВНР мощностью 230 л.с. (171 кВт).
   Испытания, начатые в июле 1917 года, прошли столь успешно, что контракты субподрядчиков на производство D.Н.4 были изменены на выпуск D.H.9. Первые построенные самолеты оснащались двигателем ВНР производства фирмы "Siddeley", но в качестве основного был выбран новый и более мощный вариант этого мотора, известный под названием Puma. Его мощность в 300 л. с. (224 кВт) обеспечивала D.H.9. выдающиеся летные характеристики. Однако возникли проблемы с надежностью моторов, для решения которых его мощность пришлось понизить до 230 л. с. (172 кВт). В результате летные качества нового бомбардировщика оказались даже ниже, чем у D.H.4, которого он и должен был заменить. Позже установили рядный двигатель Napier Lion мощностью 430 л. с. (320 кВт), с которым D.H.9 приобрел необходимые летные качества, но, к сожалению, этот двигатель появился только в конце войны.
   Несмотря на несовершенство машины, приведшее к серьезным потерям, в Великобритании фирмой "Airco" и двенадцатью субподрядчиками было построено более 3200 экземпляров.
   Самолет D. Н.9 скорее дополнил D.H.4 в войсках, нежели заменил его. В районах, где боевые действия велись не столь активно, как на западном фронте, D.H.9 проявил себя лучше, особенно в Македонии и Палестине.
   Он также использовался для укрепления британской береговой обороны и для патрулирования против дирижаблей.
   В конце Первой мировой войны D.H.9 постепенно исчез из боевых частей и был заменен на D.H.9A.
   D.H.9 активно продавались на экспорт в разные страны и строились по лицензии испанской фирмой "Hispano-Suiza". Во время гражданской войны в Испании, в июле 1936 года, в эксплуатации находились еще, по крайней мере, 25 самолетов.
   Также машину выпускала бельгийская фирма SABCA. В Голландии Королевский армейский авиационный завод собрал в 1923 году 10 самолетов D.H.9. В 1934 году их переоснастили звездообразными моторами Wright Whirlwind мощностью 465 л.с. (347 кВт).
   К концу 1930 года в Англии еще оставалось большое количество списанных и нераспроданных D.H.9. Все они были уничтожены в течение следующего года.


ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   Airco D. Н.9

   Тип: двухместный дневной бомбардировщик
   Силовая установка: рядный поршневой двигатель Siddeley Puma мощностью 230 л. с. (172 кВт}
   Летные характеристики: максимальная скорость на высоте 1980м 178 км/ч; максимальная скороподъемность 284 м в мин на уровне моря; набор высоты 1980 м за 10 мин 20 с; практический потолок 4725 м; продолжительность полета 4 ч 30 мин
   Масса: пустого 1012 кг; максимальная взлетная 1508 кг
   Размеры: размах крыла 12,92 м; длина 9,27 м; высота 3,44 м; площадь крыла 40,32 м7
   Вооружение: один 7,7-мм синхронный пулемет Vickers и один или два 7,7-мм пулемета Lewis на турели Скарфа в задней кабине; 209 кг бомб
D.H.9 с двигателем Napier Lion имел вполне приемлемые летные качества, в том числе максимальную скорость, равную 232 км/ч.
"Де Хэвилленд" DH.9, принадлежавший Славяно-Британскому авиакорпусу, 1919г.
Многоцелевой боевой самолет "Де-Хэвилленд" DH.9 из 5-го авиаотряда Русской армии генерала Врангеля, Северная Таврия, лето 1920 года
DH.9, авиационная рота Эстонии. Эстония после отделения от России обзавелась восьмью DH.9, до 1919 года состоявшими на вооружении британских ВВС. На изображенном самолете сохранился британский серийный номер - H9133. Обшивка фюзеляжа частично окрашена в цвет "battleship grey", обшивка крыльев не окрашена, но пропитана лаком. DH.9 оставались на вооружении ВВС Эстонии до середины 1933 года.
De Havilland DH 9 (брит. сер. N H5814, борт. N 8 белый) с двигателем Siddeley Puma (230 л.с.), закупленный в Великобритании. Самолет одной из частей РККВФ в Средней Азии, 1922-34гг.
Airco D.H.9 F1278/G-EAQM, the first single-engined aircraft to fly from England to Australia, has just been restored for the Australian War Memorial at Canberra.
Airco DH.9 F1258 on display at the Musee de l'Air at Le Bourget, France. In the nose is an S-D Puma.
Большинство DH.9 оснащались двигателями Siddeley Puma - облегченным вариантом мотора BHP. Силовая установка была маломощной, и карьера самолета в британских ВВС завершилась в 1919 году.
The D.H.9 (230 h.p. "Puma") was built and used in large numbers in the war.
Produced in thousands, then found unsuitable for first-line operations, many D.H.9s were relegated to training, as was this one at Waddington, late 1918
D.H.9, 230 h.p. Siddeley "Puma."
Airco (de Havilland) D.H.9
D.H.9 C6114 was the actual machine in which the author was shot down in over France in 1918. C6114 is seen at Conteville - note the proximity of the partially retracted radiator to the front of the undercarriage.
Another training unit aircraft was this D.H.9 of the initial production batch (C6051-C6121) built by the Aircraft Manufacturing Company. The aircraft appears to be C6088.
2nd Lt H A Denny of 206 Squadron eases DH.9 E8873 onto the grass after another sortie in 1919.
The crew of this DH.9 of 206 Squadron smile for the camera outside one of Bickendorf's large hangars. Note the wooden dispersal.
DH.9 wearing the distinctive NAS 'wavy line' and serial number 'NAY 73', either at Paradissos or Smyrna around May 1920 during the Greco-Turkish war.
The first D.H 9 built by Mann Egerton, serial D1651
Легкий бомбардировщик "Де Хэвилленд" DH.9, состоявший на вооружении одного из отрядов авиации Русской армии, которой командовал В.М.Ткачев
Летчики Русской армии Врангеля возле "Де Хэвилленда" с оригинальным рисунком на капоте, Крым, 1920 год
A British-built DH.9 most probably abandoned by the ’Whites’ (note the Vickers machine-gun). The RAF roundels have been overpainted in their original positions - a useful clue when trying to identify early Soviet aircraft. This aircraft belonged to Budyonny’s 1st Cavalry Army circa 1920.
D.H.9 N 620 "Авиаглава", мастерские 1-го авиапарка, Симферополь, ноябрь 1920г.
Легкие бомбардировщики "Де Хевилленд" DH.9, оставленный врангелевцами при эвакуации из Крыма в мастерских 1-го симферопольского авиапарка. Ноябрь 1920г. На одном из этих самолетов воевал в 1920 году против Красной армии полковник Иван Лойко. Обратите внимание, что на передней машине видны следы неумелой и грубой ретуши. Кто-то пытался прямо на стеклянной фотопластинке замазать чернилами белогвардейский опознавательный знак на нижнем крыле и нарисовать поверх него пятиконечную звезду
D.H.9 английской постройки, серийный N H 9366, в Туркестане.
In photographs it is almost impossible to distinguish an R-1 from a D.H.9A. One photograph, however, taken in Kabul in the autumn of 1924 shows an example apparently fitted with a Siddeley-Deasy Puma engine. At that time in the Soviet Union the Puma-engined R-1SP (aka R-2) was yet to enter production, but D.H.9s (aka DH.9SPs) were being imported from the UK, and a batch had recently been despatched to Turkestan. The Soviet R-1SP's wheels were slightly smaller and the British Puma-engined aircraft had a shorter span, but it is impossible to discern either from the photograph. Therefore it may be safe to conclude that the Afghans were sent five D.H.9As and one Puma-engined D.H.9.
D.H.9 российской сборки с двигателем "Сиддли Пума" и радиаторами типа "Хазет"
A DH.9 (Siddeley Puma) operating in Central Asia against the Basmachi tribesmen 1924/25. This aircraft and probably most of the others in the unit were purchased from Britain in the early 1920s. It is sometimes difficult to sort out the purchased DH.9s from the Soviet R-2 copies or more confusingly possible and probable hybrids. Note the ancient ‘Hazet’ style radiators (original German design dating back to 1913) which indicates one particular shortage at the time. The overhead netting was not for camouflage but to provide a modicum of shade in the hot dry climate.
Красные летчики на фоне трофейного D.H.9
Один из сорока De Havilland DH 9, поставленных из Великобритании при посредничестве Торстена Гулльберга.
An Australian Aerial Services D.H.9 used on the Adelaide-Sydney service in 1924.
The Union of South Africa Air Mail Service, which operated between Cape Town and Durban last year, filling up with Shell.
DH-9 в конце Первой Мировой считался лучшим легким бомбардировщиком, но повоевать за Эстонию эти машины также не успели, прибыв слишком поздно
D.H.9 авиации Эстонии
Состояние авиатехники времен Первой Мировой войны, остававшейся на вооружении авиации Эстонии к концу 20-х годов стало откровенно плохим, о чем можно судить по этому DH-9, у которого обшивка фюзеляжа в районе кабины начала пузыриться
The Afghan Government purchased two DH.9s and two Avro 504Ks from the M C Aviation Syndicate in India in 1924.
No. 144 Squadron DH.9 at Azrak with a pair of F.2bs from 1 Squadron, AFC.
DH.9 of 144 Squadron with a Bristol F.2b and BE.2 at Azrak landing ground.
Aircraft are prepared for flight testing at X Aircraft Park. They are, from left to right, a Bristol F.2B Fighter, an S.E.5a, a Nieuport 17 and a D.H.9. A Royal Aircraft Factory B.E.2e is also visible on the threshold of the Bessonneau tent hangar. The white circles in the foreground delineate a compass base for swinging the compasses of the aircraft.
In February 1919 RAF D.H.9s, with service pilots, operated a supply parcel service to Belgium during war food shortage. The service was operated by AT&T and their sticker can be seen below the rear cockpit of D1197.
THE DE HAVILLAND FLYING SCHOOL: Some of the school machines in use lined up. In the foreground, the Avro-Renaults used for preliminary work, and farther back some of the D.H.9's, with "Puma" engines, on which more advanced instruction is given.
THE KING'S CUP: The last three away. From right to left, Mr. George Robey's D.H.9 (450 Napier "Lion"), flown by Mr. A. J. Cobham, who came in second; Mr. J. D. Siddeley's Siddeley "Siskin" (325 Siddeley "Jaguar"), piloted by Mr. Frank T. Courtney, in whom was found the winner; Sir William Joynson-Hicks' Gloucestershire "Grebe" (325 Siddeley "Jaguar"), flown by Mr. L. L. Carter. This entry was the scratch machine.
THE KING'S CUP: Mr. George Robey's D.H.9 before the start
THE RACE FOR THE KING'S CUP: Ten of the faster machines, arranged in the order of starting: 4, D.H.9 (230 h.p. Siddeley "Puma").
SOME OF THE STARTS FOR THE KING'S CUP RACE: Capt. Muir starting on the D.H.9;
This D.H.9, ex D5799, flew with Surrey Flying Services from late 1922. In November 1929 G-EBEP crashed at West Hill, Sanderstead, in Surrey, and was written off.
THE RACE FOR THE KING'S CUP: Ten of the faster machines, arranged in the order of starting: 6, D.H.9;
One of the Armstrong Siddley Puma-powered Airco D.H.9s, either G-IAAQ or G-IAAS, used to map the Irrawaddy River by Kemp during 1923-24, and subsequently used by the Air Survey Co Ltd.
Fitted with floats, Cotton’s first Martinsyde Type A Mk II (right) stands alongside G-EAQP, the weary D.H.9 he inherited on his arrival at Botwood.
Horrie Miller’s Airco D.H.9C G-AUHT is inspected by the locals at Para field on the outskirts of Adelaide in 1929. Miller acquired D.H.9 G-AUEU in 1925; after it crashed in 1928, Miller built G-AUHT apparently using parts of ’UEU plus new components. It is seen here before Miller modified it for the 1929 Western Australian Centenary Air Race.
Bearing race number “22”, VH-UHT is seen here at Parafield at the end of the 1936 South Australian Centenary Air Race, for which the rear passenger position was faired over and a headrest was installed.
NOW A TRAINER: After doing much good service with the R.A.A.F. this D.H.9 (Siddeley Puma) is now the chief training machine of the Victoria Aero Club.
Nikolai Veelmann in his de Havilland D.H.9, serial 30. Built by Cubitt Ltd of Croydon and powered by a Siddeley Puma engine, the aircraft was formerly D660 with the Royal Flying Corps, before being acquired by the Estonian Air Company. Its career in the Baltic was relatively short; it was destroyed in a crash in February 1920.
Although some war surplus D.H.9 airframes were sold to the Spanish Government, this example was one of more than 500 built under licence by Hispano-Suiza at Guadaljara from 1925 and fitted with the 300 h.p. Hispano-Suiza 8Fb engine. After being used with success in the African campaign of 1926/7, 25 were still in service at the Civil War's outbreak, when they were used mainly for conversion training. About ten were brought together by the Air Force at the El Copero school in Seville, where they flew until 1938.
One of the earliest known modifications of an R.A.F. aircraft for casualty evacuation duties - a de Havilland DH.9 of "Z Force", operating in Somaliland in 1919. It carried one stretcher and an attendant in addition to the pilot.
DH.9 с мотором «Пума» на аэродроме в Кабуле, осень 1924 г.
Parer and McIntosh’s Airco DH.9 at Bathurst, NSW, during March 1965.
Ray Parer and John McIntosh in front of their aircraft.
Circa 1926, a S.A.A.F. de Havilland D.H.9 (believed to be serial 159, the so-called D.H. Mantis), powered by an ex-S.E.5A 200-h.p. Wolseley W.4A Viper. Can any South African reader confirm?
Departure from Croydon: One of the D.H.9 's of the Belgian Service is seen leaving for Brussels.
A LIFE-SAVING DEMONSTRATION: M. Navarre making a parachute descent into the Welsh Harp, Hendon, from a D.H.9, piloted by Mr. Alan Cobham. Inset: The airman, wearing an Evans buoyant suit, and the parachute in the water.
A NEW PARACHUTE: The rapid opening after Mr. John Tranum left the D.H.9 at 1,000 ft. with the Russell "Lobe" Parachute
The parachutist still provides a certain attraction, and Mr. Stewart is here seen ready with his Russell-Lobe parachute on the wing of Sir Alan's D.H. 9.
PARACHUTE DISPLAY AT STAG LANE AERODROME: Mr. John Tranum, an exhibition jumper, with the American parachute known as the Russell "Lobe" Parachute, with which he made three descents at Stag Lane on May 10. The machine is the D.H.9 from which the demonstration was given.
AIR RACING AT WADDON: Alan Cobham, on a D.H.9, Siddeley "Puma" engine, winning the First Sprint Handicap.
BOMBAY FLYING CLUB "AT HOME": General view of the members' enclosure at Juhu Air Park on the occasion of the Bombay Flying Club's "At Home" and Aerial Display, December 3, 1929. The machine is a D.H.9
Don Bradman arriving by air at Essendon Aerodrome, Melbourne. The D.H.9 is the Australian Aero Club's advanced training machine, and the Moths are privately owned.
SIR HARRY BRITTAIN'S AUSTRALIAN FLIGHT: Our illustration shows, on the left (top), Sir Harry Brittain, M.P., about to start on his recent aerial tour of Victoria from Point Cook aerodrome. On the right he is seen on his arrival at Ehuca with the Mayor (third from right) and his daughter (extreme left), and his pilot (centre), F/O. B. E. Wilson, R.A.A.F. Below is a view of Sir Harry's D.H.9, taken from another machine whilst flying at 2,000 ft. near the Mountains of Ararat.
BELGIAN RECORD WITH ENGLISH ENGINE: This is Adjutant Crooy and Sgt. Groenen in their D.H.9 fitted with the Armstrong-Siddeley "Puma" engine (supplied by A.D.C. Aircraft, Ltd.), making their recent duration record of 60 hours 7 mins. 32 sees. The other picture shows the machine being refuelled during the flight.
THE FLIGHT AROUND THE WORLD: On the left is seen the fuselage of the D.H.9 on which the aviators are to attempt the flight from London to Calcutta. The photograph was taken at the Aircraft Disposal Co.'s works at Waddon on Thursday of last week, indicating that no time was lost in getting the machine ready in time. On the right is a snapshot of Capt, Macmillan and Maj. W. Blake, taken at Croydon.
Home. It was in this Barton hangar that the author served his apprenticeship. On the right is cricketer Peter Eckersley’s Avro Avian. Other aircraft include Avro 504Ks, a D.H.53 and a D.H.9.
THE AIRCRAFT DISPOSAL CO., WADDON: 1, Shows two D.H.9 fuselages on the floor of their packing case, the sides of which may be seen lying down ready to be put in place. 2, A D.H.9 landing after going through its acceptance flight. 3, A Bristol Fighter and three D.H.9's ready for tests. 4, A packing case containing two D.H.9 fuselages being hoisted on to the lorry which Is to take them to the docks for shipment.
Rows of D.H.9 fuselages stacked up in the Aircraft Disposal Company's works at Croydon.
Fitters hard at work in the engine installation bays at X Aircraft Park. From right to left, the aircraft include an Airco D.H.9 (awaiting its engine), a Nieuport Scout, an S.E.5a, another D.H.9 and a Sopwith F.1 Camel. The Egyptian Expeditionary Force had been formed in March 1916 under the command of General Archibald Murray.
The fabric shop, with wing panels being covered (or re-covered) in the foreground. Visible in the back­ground on the right are a D.H.9, an S.E.5a and a Nieuport. The second wing panel along is a port upper wing panel for either a B.E.2e or R.E.8; its inverted-vee bracing struts for the upper-wing extension are seen here being fitted.
THE "AD ASTRA" SILENCER: View of the apparatus fitted experimentally to a Siddeley "Puma" engine on a D.H.9 biplane.
Гражданские DH.9. Самолет G-EBJR (фото) был одной из двух списанных из британских ВВС машин DH.9, оснащенных двигателями Siddeley Puma и переоборудованных компанией "Shorts" в гидросамолеты с деревянными поплавками. Оба позже были переданы компании "British and Egyptian Tea Co. Ltd.", а часть других DH.9, также переоборудованных в гидросамолеты, были поставлены в Индию и Боливию.
Duralumin and Corrosion: This photograph shows one of the D.H.9 seaplanes used by the Air Survey Company in Malay, and the Eastern Manager of the Company reports that the condition of the Duralumin floats is good, and that beyond an occasional cleaning of barnacles from the bottoms the floats have given no trouble whatever. As the floats have had a thorough test in fresh and salt water under tropical conditions, this speaks well for the use of Duralumin, at any rate, as used by Short Brothers in the construction of seaplane floats.
AIR SURVEYING IN THE EAST: This photograph shows one of the D.H.9 seaplanes with Siddeley "Puma" engine and Short metal floats in use by the Air Survey Company, who are engaged on a photographic survey of an area of 1,000 square miles. The party is under the charge of Captain Durward, with Mr. Nevill Vintcent as pilot and Mr. C. R. Thorne as photographer. The scene depicted is the company's temporary slipway and hangar at Chittagong, Bengal.
AIR SURVEY IN THE EAST: The upper photograph shows a D.H.9 seaplane, belonging to the Air Survey Co., Ltd., in a somewhat temporary hangar at Port Swettenham. The group below includes Mr. R. C. Kemp, Mr. E. W. Bishop, Mr. R. Thorne, Mr. N. Vintcent and Mr. S. H. Trower.
AIR SURVEYING UNDER DIFFICULTIES: These two photographs show the "aerodrome" of the Air Survey Co., Ltd., at Chittagong during a storm and, above, after the storm. The survey party has now left for the Malay States to carry out further surveys. During the Chittagong survey 1,200 square miles were covered by vertical photography. The Malay States survey will include a large-scale town plan of Georgetown, Penang. Mr Nevill Vintcent, one of the firm's pilots, has recently carried Burma's first air mail from Rangoon to Tavoy, a distance of 245 miles, in 3 1/2 hours, whereas the weekly mail boat takes 48 hours Mr R. C.Kemp, the managing director of the company, is now in the East superintending the work.
THE D.H.9 SEAPLANE: Four views of the D.H.9 (230 h.p. Siddeley Puma engine) with which trials were recently carried out with the object of producing a suitable float undercarriage for use on the D.H.50 biplane. There is considerable demand for a seaplane of this type for use in the Colonies.
SURVEYING THE ZAMBESI RIVER: A pictorial record of the aerial survey of the Zambesi River carried out by the Aircraft Operating Co., Ltd. (1)-(2) Converting the D.H.9-Nimbus from landplane to seaplane. (3) Ready for launching. (4) Launching. (5) Afloat! (6) Off for the first test flight. (7) Final adjustments. (8) Now for business!
The staff of the Air Survey Co. at Rangoon with a trusty old D.H. 9 (Siddeley Puma).
Another view of the Air Survey Co.'s seaplane base at Rangoon.
After use as bombers, several DH.9s, including NAY.97 were modified as floatplanes and based at Phaleron, mainly for training.
At the end of the First World War Greece took delivery of 42 Airco (de Havilland) D.H.9 bombers, powered by 230 h.p. BHP engines, which were used mainly by the naval air force during the Asia Minor campaign and were subsequently transferred to Tatoi airfield and the Phaleron naval base. The KEA reconditioned a number of these and at least six were modified into seaplanes in 1926, the first such machine being N.A.97. The pristine reconditioned D.H.9 with its new float undercarriage seen here is N.A.101, which was test-flown from Phaleron Bay in May 1927. Beside the D.H.9 is the sporting biplane possibly built for Lowe-Wylde. Similar in size and configuration to the later Currie Wot, it has a closely-cowled horizontally-opposed two-cylinder air-cooled engine, which turned an extremely small two-bladed wooden propeller. The wings are unstaggered, with full-span ailerons on the lower wing only. Any further info on this machine to the Editor, please!
The author in the front seat of the SAAF Airco D.H.9 flown by Lt Sandenburg - "Sandy";
The pilot's and observer's cockpits of a D.H.9. The pilot's Vickers gun was recessed and fired through a trough and the observer had a Lewis gun.
G-EAQM’s crash at Moulmein, Burma. Repairs took six weeks, and a new radiator had to be obtained from Singapore - it consisted of two “Overland” car radiators welded together.
G-EAQM tips over an irrigation channel after landing at Sourabaya in the Dutch East Indies. A complete repaint at Singapore had left only P.D. on the fuselage.
A major setback during the restoration: the rear fuselage at Canberra after an errant motor vehicle careered through the wall of the workshop. Longerons were snapped, the stern box was smashed, and the fragments of the port elevator had to be swept from the floor and reassembled jigsaw-style with epoxy glue.
de Havilland D.H.9 E88?? which, according to Mr Clarke's caption, “came back to its own hangar - but through the roof". It was probably from batch of 200 serialled E8857-9056, built by the Aircraft Manufacturing Co Ltd at Hendon, and powered by the 230 h.p. B.H.P. six-cylinder in-line engine.
An Airco D.H.9 bomber (D?25?) after landing on top of an Avro 504. More 504s can be seen in the background.
A rare shot showing a D.H.9 with the Estonian tricolour superimposed on R.A.F. roundels.
A DH.9 operating in Central Asia in 1924-25, one of a number of these Siddeley Puma-engined aircraft purchased in the early 1920s. Documentation sometimes makes it difficult to differentiate between British-built aircraft from the Soviet R-2 copy. This and some others in this group had the original serials painted on the cowling clearly identifying it as one of a batch of 350 built by the Alliance Aeroplane Co of Hammersmith, London, in 1918. Photographs suggest that these aircraft were painted an overall pale grey with red (?) lightning flashes.
AIRCO D.H.9/9C E-AUEU/G-AUHT/VH-UHT, Horatio C. Miller, 1925-36