De Havilland Tiger Moth / D.H.82
Варианты:
De Havilland - Tiger Moth / D.H.82 - 1931 - Великобритания
Страна: Великобритания
Год: 1931


Двухместный учебный и спортивный самолет
Описание:
de Havilland DH.82 Tiger Moth
Flight, November 1931
The New “Tiger Moth”
Flight, November 1932
British Aircraft
Flight, October 1933
THE “TIGER MOTH" FIGHTER
Фотографии:

Ч/б фото (117)

de Havilland DH.82 Tiger Moth

Успех DH.60 Moth стимулировал разработку военной версии машины, известной как DH.60T Moth Trainer. По сравнению с гражданскими вариантами, конструкцию DH.60T усилили для полетов с большей массой. Он мог оснащаться подвеской для четырех практических бомб массой по 9,1-кг под фюзеляжем, а также фотопулеметом либо АФА различных типов для разведки. Поэтому Moth Trainer годился для обучения пилотов, бомбардиров и стрелков. Для облегчения аварийного выхода из передней кабины расчалки были наклонены вперед к передней части крепления корневой части крыла, а дверцы кабины - увеличены. Стойки центроплана все еще окружали переднюю кабину, однако в новом учебно-боевом самолете, разработанном по спецификации 15/31, их сдвинули вперед для облегчения покидания машины. Смещение центра тяжести, вызванное этим смещением крыльев, компенсировали, придав консолям небольшую стреловидность. Был установлен перевернутый рядный мотор Gipsy III мощностью 120 л. с. (90 кВт) и скошенный капот, обеспечивший лучший обзор из кабины пилота.
  Построили восемь предсерийных экземпляров с тем же обозначением DH.60T, но с новым наименованием Tiger Moth. За ними последовала машина с увеличенным поперечным "V" и стреловидностью нижнего крыла. Этот самолет получил новое обозначение DH.82. Он впервые поднялся в воздух 26 октября 1931 года. По спецификации 23/31 заказали 35 таких машин под военным обозначением Tiger Moth Mk I. В ноябре 1931 года первые из них прибыли в учебную часть FTS №3. Другие поступили в часть CFS в мае 1932 года. Звено из пяти летчиков CFS показало свое мастерство и перевернутый пилотаж на новом учебно-боевом самолете на аэрошоу 1932 года в Хендоне. Подобные машины поставлялись на экспорт в Бразилию, Данию, Персию, Португалию и Швецию. Еще два самолета со спаренными поплавками фирмы "Short Brothers" были построены по спецификации T.6/33 для оценки британскими ВВС.
  Затем де Хэвилленд разработал улучшенную версию с мотором Gipsy Major I мощностью 130 л. с. (97 кВт) и фанерной (вместо полотняной) обшивкой фюзеляжа. Этот самолет назвали DH.82A или Tiger Moth Mk II. ВВС Британии заказали 50 таких машин по спецификации T.26/33. На Tiger Moth Mk II имелся съемный колпак, которым можно было накрыть заднюю кабину для обучения полетам по приборам. Первые машины поступили в Кинли с ноября 1934 по январь 1935 года. Другие попали в летные школы авиакомпаний "Bristol Aeroplane Company", "de Havilland School of Flying", "Brooklands Aviation Ltd", "Phillips and Powis School of Flying", "Reid and Sigrist Ltd", "Airwork Ltd" и "Scottish Aviation Ltd".

  Эти компании участвовали в обучении резервистов для британских ВВС. В августе 1939 года действовало не менее 44 таких школ, хотя 20 из них закрылись с началом войны.
  До Второй мировой войны бипланы Tiger Moth строили по лицензии в Норвегии, Португалии, Швеции и Канаде. Фирма "de Havilland Aircraft of Canada" собрала 227 DH.82A. Позднее эта компания построила 1520 бипланов DH.82C зимней версии с мотором Gipsy Major IC мощностью 145 л. с. (108 кВт) с переделанным капотом, сдвижным фонарем, обогревом кабины, колесными тормозами и хвостовым колесом вместо стандартного костыля. При необходимости вместо колес могли устанавливаться лыжи либо поплавки. Некоторые экземпляры, для которых не хватало двигателей Gipsy Major, оснащались моторами Menasco Pirate D.4 мощностью 160 л.с. (119 кВт). 200 DH.82C, от которых отказались канадские ВВС, заказали ВВС США под обозначением PT-24.
  После начала войны гражданские машины мобилизовали в ВВС Британии для связи и обучения, а также заказали для военных нужд новую большую партию. 795 самолетов собрали на заводе в Хэтфилде, затем этот завод перевели на серийное производство самолетов Mosquito. Линию по сборке Tiger Moth восстановили на заводе фирмы "Morris Motors Ltd", где изготовили до 3500 машин, фирма "de Havilland Aircraft of New Zealand" построила еще 345 бипланов, а австралийская фирма "de Havilland Aircraft Pty" отправила военным заказчикам 1085 машин.
  17 сентября 1939 года, всего через две недели после объявления войны, звено "А" эскадрильи связи британского экспедиционного корпуса (позднее 81-я эскадрилья) отправили во Францию. Всю зиму и весну 1940 года бипланы Tiger Moth этой части летали в северной Франции, поддерживая связь вплоть до эвакуации британских войск из Дюнкерка. Уцелевшие самолеты перелетели в Великобританию.
  Бипланы Tiger Moth также готовили к ударам по возможному немецкому десанту. Под задней кабиной либо под нижним крылом устанавливали пилоны для подвески восьми бомб калибра 9,1 кг. Хотя было изготовлено и распределено по летным школам до 1500 комплектов пилонов, ни один такой самолет не применили в боях. Ранее, в декабре 1939 года, сформировали шесть эскадрилий прибрежного дозора, пять из них оснастили бипланами Tiger Moth. Они не могли атаковать субмарины, но звук их моторов и возможность обнаружения могли заставить немецких подводников погрузиться, тем самым помешав возможным атакам на корабли. На Дальнем Востоке несколько Tiger Moth переделали в санитарные самолеты, увеличив багажный отсек и расширив его створки, чтобы туда можно было поместить носилки с раненым.
  Однако наибольший вклад в победу Tiger Moth внес в качестве учебного самолета. Машинами этого типа оснастили 28 школ начальной летной подготовки в Британии, 25 в Канаде (плюс четыре школы радистов), 12 в Австралии, четыре в Родезии (плюс школа инструкторов летного дела), семь в Южной Африке и две в Индии.
  Также необходимо упомянуть радиоуправляемый самолет-мишень DH.82B Queen Bee, представлявший собой упрощенную цельнодеревянную версию Tiger Moth. Он имел фюзеляж от Moth Major, крылья от Tiger Moth, мотор Gipsy Major, электрогенератор с приводом от крыльчатки и бензобак большой емкости. 5 января 1935 года прототип облетали с ручным управлением, затем собрали 380 машин для обучения пилотов-истребителей, зенитчиков и воздушных стрелков.
  До конца войны собрали более 8000 аэропланов Tiger Moth. С окончанием войны многие из них попали на гражданский рынок. ВВС Британии передали много бипланов для гражданского и военного применения в Бельгию, Францию и Нидерланды. Кроме обучения, спорта и досуга они стали применяться в самых неожиданных ипостасях. Многие оказались ценными помощниками в сельском хозяйстве, что оказалось очень важным для Новой Зеландии. Ряд самолетов оборудовали закрытыми кабинами для повышения комфорта пилота и пассажира. Самую серьезную переделку осуществила британская компания "Jackaroo Aircraft Ltd", расширив фюзеляж для посадки четырех пассажиров попарно, плечом к плечу. В период с 1957 по 1959 год собрали 19 таких машин под названием Thruxton Jackaroo, включая варианты с открытой кабиной пилота и закрытым салоном. В 2010 году во всем мире еще летало изрядное число этих "долгожителей".


ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

  de Havilland DH.82C Tiger Moth

  Тип: двухместный учебный и спортивный самолет
  Силовая установка: рядный поршневой мотор de Havilland Gipsy Major 1С мощностью 145 л.с. (108 кВт)
  Летные характеристики: максимальная скорость 172 км/ч на оптимальной высоте; крейсерская скорость 145 км/ч на оптимальной высоте; начальная скороподъемность 229 м/мин; практический потолок 4450 м; дальность полета 443 км
  Масса: пустого самолета 506 кг; максимальная взлетная 828 кг
  Размеры: размах крыльев 8,94 м; длина 7,29 м; высота 2,69 м; площадь крыльев 22,20 м2

Flight, November 1931

The New “Tiger Moth”
Strictly speaking the sub-title of this article should be "The Tiger Moth is dead. Long live the Tiger Moth." The original "Tiger Moth" was a very diminutive monoplane on which a world's speed record for light planes was established. It was fitted with the first De Havilland "Gipsy" engine. The new "Tiger Moth," described below, is a machine specially designed for training.

  ECONOMY in training is a subject which every nation possessing an Air Force is studying very intently at the moment. In the great majority of cases economy is sought by choosing for training a type of aircraft which, while reasonably cheap in first cost and maintenance, does not differ too greatly in its flying characteristics from the more powerful service types upon which pilots will have to do their flying after tuition. The old idea of the need for specialised types in the various stages of training dies hard, and, incredible as it may seem, there are still those who believe that efficient training demands something like four different aircraft types.
  Provided that the training machine has living characteristics not too different from those of more powerful aircraft, it would seem that one training type, followed perhaps by a relatively short period of practice on a really high-powered machine to accustom pilots to the roar of the big engine, should do all that is necessary. For this to be possible, the training machine must provide a good compromise, or rather series of compromises. It must be fairly easy to fly, yet not too easy. It must be capable of all the usual aerobatic manoeuvres, which is to say, it must be very controllable in all attitudes. It must be capable of carrying a very considerable load in the form of equipment, so that tuition in several subjects other than flying may be possible. But obviously there is no real necessity for the training machine to be capable of all these things simultaneously, provided the change-over from one form of training to another can be made quickly.
  We believe that considerations such as those outlined above guided the de Havilland designers in producing the new "Tiger Moth," which is now beginning to issue from the Stag Lane factory in considerable numbers. One batch was delivered recently to No. 3 Flying Training School, Grantham, and others are coming along.
  The name "Tiger Moth" was chosen - somewhat unwisely in our opinion - because under the Air Ministry's scheme training machine titles must begin with a T, and no other appropriate "Moth" name complying with that requirement presented itself. Most of our readers will remember that some years ago the de Havilland Company produced a very interesting little racing monoplane known as the "Tiger Moth," and some confusion is likely to arise by using the same name for a new type. However, doubtless in a couple of years, when the new "Tiger Moth" will have become familiar to everybody, the original machine bearing this name will have been forgotten, and so, perhaps, any disadvantage which the choice of this name may present at the moment will be of a temporary nature only.
  The new "Tiger Moth" retains most of the characteristics of appearance which one associates with the "Moth" machines of all types, but considerable changes have been made, changes which have a profound effect on the practical use of the machine. It may, perhaps, be recollected that some months ago we described and illustrated a type of "Moth" in which alterations to the wing bracing, and some smaller changes in the cockpit doors, resulted in a much easier path of exit from the front cockpit. In the "Tiger Moth" this principle has been carried to its logical conclusion by departing from the vertical biplane arrangement which has always been characteristic of the "Moth" and introducing a fairly heavily staggered cellule. To bring the centre of pressure back to its proper position, the stagger has had to be accompanied by a considerable sweep-back, not altogether beneficial in the matter of looks, but having probably no other disadvantages.
  Structurally, the "Tiger Moth" differs not at all from the earlier "Moths." The fuselage is a welded steel tube structure, while the wings have wooden spars and ribs, although quite probably sooner or later an all-metal version will be introduced by producing a set of metal wings for the welded steel tube fuselage. The earlier "Moth" is so well known the world over that it is unnecessary for us to devote space to a description of the constructional features of the "Tiger Moth," and our readers will doubtless prefer to be told something of the respects in which the "Tiger Moth" differs from previous "Moth" biplanes.
  The "Tiger Moth" is a tractor biplane with staggered and back-swept wings, and the engine fitted is the de Havilland inverted "Gipsy III," rated at 120 h.p. By staggering the upper wing, the centre-section struts are brought forward, ahead of the front cockpit, and as the doors have been made to hinge along a line quite low over the fuselage, exit from the front cockpit is very easy, and the occupant has as good a chance of using his parachute as has the occupant of the back seat. What further adds to the facility of exit is that the exhaust pipe has been changed to come straight down from the engine instead of running along the side of the fuselage, while the lift bracing wires both run to the front bottom spar fitting, so that the rear wire does not get in the way at all.
  The wings of the "Tiger Moth" do not fold. For a private owner this might be something of a drawback, but for service training there is usually plenty of hangar space available.
  Although the "Tiger Moth" can be used for a great variety of purposes, there are five main functions which it has been specially designed to fulfil. These are training in the following branches of air duties: Flying training, observation and reconnaissance, long-range light bombing, single-seater fighter training and two-seater seaplane training. The fact that the machine is of low first cost and very cheap indeed to operate and maintain should be a great point in its favour in these times of economy. The maximum permissible gross weight of the "Tiger Moth" is 1,825 lb. (828 kg.) for "Normal" Certificate of Airworthiness, and 1,650 lb. (748 kg.) for the "Aerobatics" Certificate. The tare weight varies, of course, according to the duties for which the machine is equipped.

Standard Equipment

  A very complete equipment is carried, irrespective of the duties for which the machine is being used at the moment. Dividing this into instruments, fixed equipment and loose equipment, the following are carried under these three subheads :-
  Instruments. - Duplicated, i.e., provided in both cockpits, on instrument boards: Airspeed indicator, altitude meter, oil pressure gauge, revolution indicator and inclinometer.
  Also duplicated, but not mounted on the instrument boards, are the following: Hughes Compass, III A 6/18 mounted on brackets on the control boxes; when the machine is equipped for wireless, the compass in the front cockpit is mounted on port side. D.H. strut-type airspeed indicator is mounted on interplane struts, and can be read from both cockpits.
  Fixed Equipment. - This comprises the following: Parachute-type seats; luggage locker; inter-cockpit telephones; 3-piece unsplinterable windscreens; D.H. aerobatic harness in both cockpits; parallel motion adjustable rudder bars; dual tail trimming control; dual throttle control; dual control column; split axle undercarriage with Dunlop low-pressure tyres; special wide doors for emergency exit; Essex fire extinguisher; special large cowl rolls; master ignition switch in front cockpit.
  Loose Equipment. - Airscrew and cockpit covers; engine and aircraft tool roll; engine and aircraft instruction books; engine, aircraft and journey log books; certificate of airworthiness; certificate of registration.

Special Equipment

  The following special equipment is supplied at extra cost when it is desired to use the machine for duties other than flying training :- Ten-gallon auxiliary petrol tank (larger auxiliary tanks can be supplied at the expense of other load); bomb racks to carry four 20-lb. bombs, complete with release gear; bomb sight; camera gun; gun sight; Marconi A.D. 22 wireless apparatus; P. 14 camera with slides and envelopes; parachutes; Handley-Page automatic wing tip slots; slot-locking device, operated from cockpit; metal airscrew; navigation lighting; turn indicator; drinking-water tank; ration boxes, etc.
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Performance

  When loaded to a gross weight of 1,643 lb. (745 kg.), the following official speed figures were attained (the first figure is the altitude in feet, and the second the speed in m.p.h.) :- Sea level. 109.5; 2.000, 107.5; 3,000, 106.5; 5,000, 104.0; 6,500, 102.5; 10,000, 97.0; 13,000, 91.0; 15,000, 85.5. The stalling speed is 46.5 m.p.h.

Climbing Tests
  Standard Height Time from Start Rate of Climb
  ft. m. s. ft. per min.
  Sea Level - - 700
  1,000 1 29 650
  2,000 3 5 605
  3,000 4 48 560
  5,000 8 40 480
  6,500 12 0 420
  10,000 22 13 280
  13,000 36 12 160
  15,000 54 0 80
  Estimated absolute ceiling, 17,000 ft.

Flight, November 1932

British Aircraft

The De Havilland Aircraft Co., Ltd.
Stag Lane, Aerodrome, Edgware, Middlesex

  CAPT. GEOFFREY DE HAVILLAND is one of the oldest (aeronautically speaking) British aircraft designers, having designed his first aircraft somewhere around 1908, and having been actively engaged on aircraft design and construction ever since. The present company has been in existence since shortly after the war, and has branches in many of the Dominions overseas.
  It was the "Moth" which started the de Havilland Company on its post-war career as specialists in civil aircraft, and more particularly in aircraft suitable for the private owner, and more "Moths" have been built and flown over the world than any other type of aeroplane.
  The standard "Moth" with Gipsy II engine is already a familiar sight in almost any country, and needs no description here. A fairly recent version of it is the Gipsy III "Moth," which is offered as an alternative to, and not as a substitute for, the older model. The Gipsy III "Moth" is fitted with the inverted Gipsy III engine, and the view forward is thereby greatly improved. The very clean nose also improves the performance somewhat.

"Tiger Moth"
  
  Designed for economical training, the "Tiger Moth" (Gipsy III) can be used for flying training, and for training in bombing, wireless, etc., as well as for gunnery training with camera gun. Structurally the machine is of composite construction, with welded steel tube fuselage and wooden wings. The wings are slightly staggered and swept back, so that both occupants can use their parachutes. The rear lift wires are anchored at their lower ends near the lower front spar attachments, so that they do not interfere with getting into or out of the front cockpit.
  When the "Tiger Moth" is used for flying training, it has a tare weight of 1,075 lb. (488 kg.) and a gross weight (in acrobatic category) of 1,650 lb. (750 kg). As an observation aircraft, with camera and wireless, the tare weight is the same, but the maximum permissible gross weight is then 1,825 lb. (828 kg.). The same weight figures apply when the machine is used as above, but carrying three 20-lb. bombs.
  By fitting an extra 10-gall. tank and equipping the machine with four 20-lb. bombs, it becomes a light bomber, still retaining the same weight figures. Finally, by removing the front seat and installing a camera gun the "Tiger Moth" becomes suitable for single-seater fighter training. Weights: Tare, 1,075 lb. (488 kg.); gross (aerobatic), 1,650 lb. (750 kg.). The machine can also be supplied with floats and used for seaplane training. At a gross weight of 1,643 (745 kg.) the "Tiger Moth" has a maximum speed of 109 m.p.h. (175 km./h.) and an initial rate of climb of 700 ft./min. (3,6 m./sec).

Flight, October 1933

THE “TIGER MOTH" FIGHTER

  THE "Tiger Moth," fitted with a "Gipsy Major” engine, has been converted for use as a single-seater fighter. A machine gun, firing through the propeller, has been mounted on the fuselage, and slung beneath it bomb racks capable of holding eight 20-lb. bombs. With a load of four bombs the machine carries fuel for a distance of 500 miles. The machine gun. which has been tested on the machine, was manufactured by the Czechoslovakian Arms Factory, of Prague; the muzzle velocity is 839 m./sec, the maximum rate of fire 900, plus or minus 100 rounds a sec, the bore 7.92 mm., and a Pratt and Whitney synchronising gear is fitted, which is very light and efficient, the drive being taken from the top-half of the rear cover of the engine, where provision for hand-starting gear is normally allowed for. The gun is mounted in the front cockpit and shoots over the engine cowling; it is fixed to the machine mounting by two bolts, the rear bolt incorporating a vernier adjustment for direction and elevation. The ammunition box, holding 200 rounds, and the cartridge chute, are fixed to the mounting itself, the only connections between the gun mounting, and fuselage, being four holding-down bolts. The mounting is attached to the two top longerons by four bolts, but no extra holes have been drilled in the longerons. The gun mounting and sight can be very easily taken off by just removing eight bolts. The cocking handle is on the right-hand side of the cockpit, and is connected by a cotter pin to the lever which acts on the gun. The trigger is a little lever attached to the front of the joy stick and connected to the gun by a Bowden cable. The mounting for the sights is on the right side of the fuselage in front of the cockpit, the ordinary ring and bead sights can be fitted, or an Aldis Telescopic Gun Sight for long-distance firing. The ammunition box can be taken out and refilled without disturbing the rest of the mounting. Tests with propeller speeds varying between 800 and 2,400 r.p.m., were done with the following results: pulling over the propeller by hand the first round penetrated the disc attached to the propeller 19 1/2 degrees after top dead centre; dispersion throughout the entire speed range occurred between the angles 45 and 86 degrees.
  The machine looks a very nice little job and should be very useful for ground straffing, for which purpose it was probably designed more than for actual aerial fighting. It can easily be converted into a trainer by the removal of the gun and bomb racks. A detachment of this machine has been ordered by a foreign Government and has already been packed up for dispatch.
DE HAVILLAND "TIGER MOTH": "Gipsy III" engine.
GOOD LINES: When one becomes accustomed to the downward slope forward resulting from the installation of the Gipsy III engine, the "Tiger Moth" is of pleasing appearance.
FOR NAVIGATIONAL TRAINING: A D.H. "Tiger Moth" fitted with a hood for instruction in the art of "blind flying." As previously recorded in FLIGHT, a number of "Tiger Moths" so equipped have been ordered for the Royal Air Force. The particular machine illustrated belongs to No. 24 (Communications) Squadron.
THREE-QUARTER REAR VIEW: Both planes are swept back, but only the lower has a dihedral.
THE NEW "TIGER MOTH": This three-quarter front view shows the small obstruction to view presented by the Gipsy III engine.
D.H. Tiger Moth K2592 was part of a batch of 35 RAF Tigers delivered between October 1931 and January 1932. In addition to spending time at Kai Tak, this Tiger was later stationed at Tengah. K2592 was converted to a seaplane in May 1934. On December 15, 1940 K2592 crashed at Kranji, Singapore.
The D.H. Tiger-Moth II Two-seat Primary Training Biplane (130 h.p. D.H. Gipsy-Major engine).
Большинство экипажей британских ВВС и многие пилоты из стран Содружества во время Второй мировой войны обучались на Tiger. Самолет активно использовался в Великобритании и других странах даже в 1950-х годах.
A Tiger Moth in RAF standard training configuration in 1940, showing the absence of anti-spin strokes, and the gas detection diamond on the fuselage forward of the fin. Note the Handley Page slats on the upper wing, seen here in the closed position, and the large ailerons on the lower mainplanes, which were not particularly effective at large angles of deflection and low airspeeds.
The R.A.F. is but one of many military air services employing the versatile De Havilland Tiger Moth trainer. The engine is the Gipsy Major.
The photograph of the Tiger Moth, which looks rather upset in the hands of Test-Pilot Buckingham, was obtained on quite a different occasion. Below the clouds it was just an ordinary grey overcast autumn day, yet here again are blue sky and sunshine unlimited.
A Tiger Moth II photographed by the author in 1949 at which time it was serving with No 17 RFS, Hornchurch. Note the folded blind-flying hood behind the rear cockpit.
Эти пять Tiger Moth Mk I из первых 35 машин, построенных в 1931 году для Центральной летной школы. В 1932 году на воздушном параде в Хендоне они показали полет в перевернутом строю.
INVERTED FLYING: "Tiger Moths" from C.F.S. In the photograph the leader is inverted and the others "right way up."
INVERTED FLYING: "Tiger Moths" from C.F.S. All five machines are upside down.
Студенты имели возможность получить летную подготовку в звеньях Tiger Moth университетских эскадрилий, которые дислоцировались на авиабазах ВВС Великобритании и реже в гражданских аэропортах. На снимке - тройка Tiger Moth II из университетской эскадрильи Оксфорда, сформированной в 1925 году, была сфотографирована в 1947 году.
Tiger Moths of the Oxford University Air Squadron flying over the city of dreaming spires in 1947.
A Batch of De Havilland "Tiger-Moth" Trainers, belonging to the Swedish Army Air Service.
LINING UP FOR THE TORTOISE RACE: Four "Tiger Moths" getting ready for the slow-flying race.
TRAINING TYPES: The machines from top to bottom are "Atlas," "Tutor," "Tiger Moth," "Tomtit" and "Siskin."
BETWEEN CLOUD AND CROWD: Tiger Moths from the Reid and Sigrist School at Desford manoeuvre at the Leicester Coronation Air Display.
Training and Operational Aircraft of the Royal New Zealand Air Force at Rongotai, near Wellington. [ZK-AAO - DH.60G Moth, ZK-AFZ - DH.82A Tiger Moth]
PRIMARY TRAINING. Viscount Swinton of Masham, our energetic Secretary of State for Air, inspecting a parade of instructors, pupils and Tiger Moths during his visit, last Friday, to the new Reid and Sigrist flying training school at Desford, near Leicester. This school is the ninth of the thirteen of its kind which are being introduced for the primary training of regular and reserve pilots of the R.A.F. under the expansion scheme.
RESERVE TRAINING IN SCOTLAND: The photograph shows a line-up of D.H. Tiger Moths outside the new Reserve School which, established by Scottish Aviation Ltd., at Prestwick, near Ayr, started flying operations last Monday. The hangar accommodates twenty-five machines, and the administrative block contains lecture rooms, armament and photographic sections, parachute room and instructors' and pupils' quarters. The directors of the company are Mr. W. E. Nixon, Lord G. N. Douglas-Hamilton, Fit. Lt. D. F. McIntyre (who served as second pilot on the Everest expedition, and who is chief instructor) and Messrs. R. L. Angus and T. P. Mills. Eight flying instructors and a ground instructor are engaged.
Panorama: The new building can be seen behind the Club fleet, which is lined up on the tarmac in the centre picture.
WAITING TO GO: Seven "Tiger Moths" and one "Dragon" at Hatfield, ready to start for Copenhagen. The Danish crews include Capt. C. C. Larsen, Lts. Clausen, Meincke and Rydman, Sgts. Eriksen, Petersen and Hansen, and Machine Officer Petersen.
Most of the post-war RAF Tiger Moths finished up in the hands of Rollason at Croydon in the mid-fifties, after demobilisation. Large numbers were disposed of for about ?5-?25 each to civilian operators. A rebuilt Tiger Moth today will fetch anything up to ?20,000.
INSTRUCTIONAL FLEET: Now that the London Aeroplane Club have obtained their new D.H. Dragonfly for twin-engined training their instructional fleet is one of the most complete in the country. In this Flight photograph there will be seen the Dragonfly, two Hornet Moths and five of the six Tiger Moths. In the foreground (though not to be recognised) are Messrs. Rodwell, Harris, Goodyear and Maclaren, respectively secretary, chief instructor and assistant instructors.
How the children revelled in it! This picture, centring round a "Tiger Moth" of No. 24 (Communications) Squadron at Hendon, is typical of scores of similar scenes all over the country.
Tiger Moth эксплуатировались в ВВС Великобритании в 1923-1951 годах. Для британских ВВС построили 4200 самолетов, еще 2949 самолетов собрали согласно плану подготовки летчиков для стран британского содружества. На Tiger Moth также готовили летчиков в Родезии и ЮАР.
Early post-WWII RTAF procurement included a number of Tiger Moths.
A post-war photograph of a Tiger Moth in RAF markings (silver finish with day-glo bands), serving with No 227 Operational Conversion Unit, principally for the training of Army Air Corps pilots.
Tiger Moths and pupils at Yatesbury in April 1940, scene typical of EFTSs all over the country at the time.
A Tiger Moth at an RAF Initial Training Wing.
D.H. Tiger Moth
The Strathallan Collection includes a fair cross-section of de Havilland types: Yellow-painted Tiger Moth G-ANFV/DF155.
Инструктор смотрит, как его подопечные готовятся выполнить свой первый самостоятельный полет на Tiger Moth британских ВВС, середина 1930-х годов.
De Havilland D.H.82A Tiger Moth II EM918, was built by Morris Motors and is seen in service with the Indian Air Force at Comilla, India, on August 1944.
Tiger Moth G-ANEL, newly painted in wartime camouflage as N9238, on roll-out at Sherburn 18/4/73;
Old friend of southern counties enthusiasts, Tiger Moth G-APCC was extremely well known in more spacious times as the last of all the camouflaged specimens, PG640, a unit of the Redhill Reserve Flying School.
ODD-BIRD de Havilland D.H.82A Tiger Moth bears ultra-modern military serial XL715. Originally R.A.F. DE395, this trainer Tiger was sold to Hants & Sussex Aviation Ltd. and might have become G-AOIK - but the Navy bought it and three others instead.
The Navy's Tiger Tug at the Lasham Gliding Championships, serial A17-84
Air Commodore A. H. Wheeler near Old Warden in his Tiger Moth G-ADGV, beautifully restored at Rush Green in the Brooklands black and red which it wore as a new aeroplane at No. 6 F.T.S., Sywell, from 1935 until impressed 9/40 as BB694. After four years with No. 29 E.F.T.S. at Clyffe Pypard, Wilts., it was stored at Stretton 1946-55 and used finally by the Royal Navy at Exeter and elsewhere
Можно заметить противоштопорные гребни, установленные перед стабилизатором этого бережно хранимого аэроплана Tiger Moth. Многие британские компании после войны списали эти модификации.
Tiger Moth G-BEWN, formerly the well known Norfolk-based VH-WAL, at Rochester 24/9/77 for the Esso Aerobatic Competition;
Geoffrey Tyson celebrated the 25th anniversary of Bleriot's crossing of the English Channel by flying Tiger Moth G-ACEZ over the route inverted on July 25, 1934.
Her last hand hold gone, parachuting instructress Sue Burges calmly counts off the seconds before pulling her ripcord. Between her and the ground, which is only 13 seconds away, is a G.Q. Blank-Gore steerable parachute - internationally acknowledged to be the finest equipment of its type in the world.
F/O. G. King's machine snapped during the hectic display which he gave in company with F/O. V. Moon; both flew "Tiger Moths."
A hanging windsock and open umbrellas tell their tale while F/O. King winds up his nerve-shattering display.
Flt. Lt. Johnson makes a final circuit - dead on time - around the Hatfield beacon after his aerobatic display with the "Tiger Moth."
Fig. 1: Superimposed photographs of the tufted Tiger Moth wing at 50 and 60 m.p.h.
Fit Lt Turner Hughes climbs into Tiger Moth G-ABUL. Note the faired-in front cockpit and the Cobham practice of identifying each aircraft type in large letters on the fuselage.
Top: “You there - give me a swing”. Aviation’s foremost impresario, Alan Cobham, sitting in one of his Tiger Moths. Sir Alan died on October 21, 1973 at the age of 79 having made his own way to the top.
Bottom: Toc H - Turner Hughes - sits on the fuselage coaming of one of the National Aviation Day Tigers, possibly G-ABUL. His handling of this aircraft had to be seen to be believed.
The conspirators between acts: Mr. G. E. Lowdell and Flt. Lt. H. A. Howes snapped a moment before the latter took off to "pose" for the next picture.
This is probably the first photograph ever taken of a machine on its back with the pilot - in this case Fit. Lt. H. A. Howes - by himself and under the hood.
Same pilot, different aeroplane. Tyson in characteristic attitude in a Tiger Moth at Dagenham on Saturday, April 14, 1934.
Fit Lt Turner Hughes eyes the crowd from Tiger Moth G-ABUL as he flies inverted over Avro 504K G-ABHI and Cierva C.19 G-ABGB.
Tyson spent much of his time with National Aviation Day displays inverted, generally at low level.
Fit Lt Turner Hughes inverted in D.H. Tiger Moth G-ABUL.
Fit Lt Turner Hughes inverted in D.H. Tiger Moth G-ABUL.
HANGING ON THE ANTI-LIFT WIRES: Captain Hubert Broad doing inverted flying on one of the new "Tiger Moths." The first of a batch of these machines have already been delivered to the R.A.F. Flying Training School at Grantham.
FOR ECONOMICAL TRAINING: The de Havilland "Tiger Moth" can be fitted with "Gipsy III" or "Gipsy Major" engine.
You can "almost hear the wind in the wires” remarks the author about this photograph of a civilian Tiger Moth (post-war, following RAF service). The anti-spin strokes are also shown here to advantage.
This classic National Aviation Day display formation was probably taken in 1933, the year that Cobham purchased Handley Page W.10 G-EBMR, seen here leading Tiger Moth G-ABUL, Southern Martlet G-ABBN, D.H.60G Gipsy Moth G-ABJC and an anonymous Avro 504K. Cobham's two Handley Page W.10s were joined by Handley Page Clive G-ABYX Astra in April 1933. In two years YX carried 120,000 passengers; it was scrapped in 1935.
The National Aviation Day display invariably opened with a Grand Flypast. This one consisted of, from top to bottom: de Havilland D.H.82 Tiger Moth G-ABUL; D.H.83 Fox Moth Youth of Newfoundland; Airspeed Ferry G-ABSI; Handley Page Clive G-ABYX Youth of Australia; Cierva C.19 Autogiro G-ABGB; Airspeed Ferry G-ABSJ; Fox Moth G-ACEX Youth of Ireland and Tiger Moth G-ACEZ.
De Havilland fly-by during the Shuttleworth display at Old Warden on 27th June. Formation consists of D.H.80 Puss Moth G-AEOA, D.H.89 Dragon Rapide G-AHGD, with D.H.83 Fox Moth G-ACEJ behind it, and D.H.82 Tiger Moth G-ANOH
The Handley Page Clive G-ABYX leads the three Avro Cadets (G-ACLU, G-ACOZ and G-ACPB), Tiger Moth G-ACEZ and Ferry G-ABSI during the Grand Formation Flypast at Dagenham on April 14, 1934.
The circus comes to yet another town. In this formation, led by H.P. W.10 G-ABMR, are two Gipsy Moths, Comper Swift, Desoutter, Tiger Moth, Airspeed Ferry and a Southern Martlet.
Alan Cobham's National Aviation Day display team hits town, led by an Airspeed Ferry flanked by Tiger Moths, Desoutters, a Gipsy Moth and an Avro 504K.
THROUGH THE HOOP: Mr. Tyson diving a "Tiger Moth" underneath a cord preparatory to looping up over it.
Tyson dives his Tiger Moth through the hoop at Dagenham on April 15, 1934, before looping up over it, causing Flight to comment: “He is very accurate indeed... but here again takes, we feel, undue risks in his desire to give the public a good show".
De Havilland Tiger Moth G-ACDJ is the second oldest surviving example of its type on the British register
Geoffrey Tyson doing his party trick in G-ACEZ, picking up a handkerchief by means of a spike fitted to the lower port wing tip, during a National Aviation Day Display at Reading in April 1934.
TIGER DUSTER (ex-R.A.F. TB263) is a single-seat conversion by Britten Norman, Ltd., of Stapleford, for a Crop Culture (Aerial), Ltd., contract in the Sudan. Note outrigged (wing) rotary atomisers. Colour: silver and red.
Going On and Coming Off: Mrs. Crossley taxies out in her chequered Tiger Moth, and Mr. Ashley sets down the Autogiro before the crowd.
Doyen of all Tiger Moths, G-ACDC (c/n, 3177, ex-BB726) sports the original silver and maroon it wore at Hatfield twenty-four years ago. As mascot of the Tiger Club it will take part in their very full, country-wide 1958 programme. It is also hoped that the aerobatic Tiger G-APDZ, alias "The Bishop", and the Arrow Active G-ABVE, just acquired by Mr. Norman Jones, will also take part.
Coupe conversions of the Tiger Moth are growing increasingly popular. Apart from the elaborate Jackaroo four-seat conversion by the Wiltshire School of Flying, four straightforward schemes are available, as for instance this one on G-AOXS.
FOR THE RESERVE SCHOOLS: A batch of D.H. Tiger Moths at Hatfield before being delivered.
UN COIN ANGLAIS: In the foreground the de Havilland Aircraft Co. are together with their agent showing three types of aeroplane. On the left is the Miles "Hawk," and on the right can be seen Herr Schwabe's "Klemm" in which he has recently returned from a flight to Capetown.
THE DANISH ARMY AIR FORCE STAND: The machine in the foreground is a Danish Fokker with Bristol "Pegasus" engine. Beyond it, on the left, can just be seen the de Havilland "Tiger Moth."
THE DE HAVILLAND "TIGER MOTH" IN SWEDEN: Captain H. Broad recently gave a series of demonstration flights at Barkeby, as a result of which the Swedish Air Authorities purchased the demonstration machine at the conclusion of the trials. In the photograph are seen Captain Broad, Major V. Porath, Director of Equipment, General Virgin, and Captain A. Florman.
До начала Второй мировой войны, во время войны и первые годы после ее окончания Tiger Moth являлся основным учебным самолетом британского содружества наций. На нем прошло обучение огромное количество летчиков не только из Великобритании, но и из Канады, Австралии и Новой Зеландии. На снимке: австралийский DH.82A.
At Rollason’s, Croydon, November 4, 1956, after certification.
At its Berne Airport base early 1976.
Patri’s Tiger in flight over Swiss countryside, 1976.
Tiger Moth LN-BDM, now at Redhill after recent overhaul, was sold in Norway 9/54 ex G-ANSC;
Учебный биплан "Тайгер-Мот"
This photograph shows the Tiger Moth By J. M. G. Gradidge before the registration was altered.
Этот голландский Tiger Moth демонстрирует увеличенный киль, ставший обязательным для самолетов этого типа в Нидерландах после войны.
Dutch airworthiness authorities required Tiger Moths to be fitted with massive and unsightly dorsal fin extensions in place of the anti-spin strokes on the fuselage. They provided a major improvement in directional stability.
Самолет ZK-BBS, ранее принадлежащий ВВС Новой Зеландии, после войны был переделан в сельскохозяйственный вариант. Этот снимок DH.82 сделан во время работ на новозеландском Норт-Айленде. Погрузчик, переделанный из армейского грузовика, удерживает емкость с химикатами (бывшая нефтяная бочка) над бункером, установленным в передней кабине самолета.
G-ANSA a D.H.82A Tiger Moth (formerly N6944) owned by Mr. D. E. Bianchi, has been fitted with wheel spats and an enclosed cabin. It is the first Tiger to embody both these refinements .
The Canadian D.H. "Tiger-Moth" Two-seat Training Biplane fitted for Winter flying.
Watt Martin's D.H.82C Tiger Moth CF-CKF at Milton, Ontario, Canada.
THE "TIGER MOTH" ON FLOATS: In the description of the De Havilland "Tiger Moth" Training Machine (Gipsy III engine), published in "Flight" of November 13, 1931, we included a side elevation drawing showing the machine fitted with floats and, alternatively, wheels. A set of floats has now been made for it by Short Brothers, and our photograph shows the machine in one of the shops at Stag Lane. It will be seen that the "Tiger Moth" makes quite an attractive-looking seaplane.
Это один из двух самолетов DH.82, изначально построенных с поплавками. Таких машин компании больше не заказывали, хотя большинство самолетов-мишеней Queen Bee были оснащены поплавками, особенно использовавшиеся в британских ВМС.
One of the RAF's two Tiger Moth seaplanes, S1675, as tested in 1934.
The D.H. "Tiger-Moth" Training Seaplane (130 h.p. D.H. "Gipsy-Major" engine).
Watt Martin's D.H.82C Tiger Moth CF-CKF on floats.
A 1946 production five-seat de Havilland (Canada) D.H.83C Fox Moth (CF-EVK) photographed at Cartierville recently. A D.H.82C Tiger Moth is in the background.
Framed between the port wings of a Tiger Moth are these three Hawker Harts of 610 Squadron.
An interesting photograph of the Nene-Vampire A78-2 when in use at the RAAF base at Rathmines as an instructional airframe. Also visible in this photograph are a Wirraway, Mustang, Auster III and Tiger Moth.
Тысячи юношей свой первый в жизни полет выполнили на Tiger Moth. После кадетских эскадрилий молодые летчики продолжали набираться опыта в звеньях повышенной летной подготовки. На снимке - парни из колледжа Рэдли изучают мотор Gipsy Major.
"Twenty-Five-Hour": At work on one of the Club Tigers - now the standard training type at Brooklands.
THE "TIGER MOTH" FIGHTER: The disc which was attached to the propeller for tests; the dispersion of the shots can be seen.