De Havilland Dragon / D.H.84
De Havilland - Dragon / D.H.84 - 1932 - Великобритания
Страна: Великобритания
Год: 1932

Средний пассажирский самолет с одним пилотом
de Havilland DH.84 Dragon
Flight, December 1932
The De Havilland. "Dragon”

Ч/б фото (134)

de Havilland DH.84 Dragon

Самолет DH.84 Dragon разработали в ответ на запрос Эдварда Хиллмана, главы компании "Hillmans Airways Ltd", на двухмоторный самолет для предполагавшейся авиалинии между Парижем и Лондоном. Для нового самолета спроектировали фанерный фюзеляж с плоскими бортами, аналогичный фюзеляжу Fox Moth. Двухстоечная бипланная коробка состояла из двух центропланов, к нижнему из которых крепились два мотора Gipsy Major в обтекаемых гондолах, и консолей, которые могли складываться поворотом назад. Пилот сидел в отдельной закрытой кабине в носовой части. Пассажирский салон вмещал шесть человек. Прототип впервые взлетел 12 ноября 1932 года. Позднее его поставили компании "Hillmans Airways" в Мэйлендсе, графство Эссекс, вместе с тремя серийными машинами Dragon Mk 1. Авиалиния до Парижа была открыта в апреле 1933 года. В Британии собрали 115 серийных самолетов - сначала в Стэг-Лэйне, а с 1934 года на новом заводе фирмы "de Havilland" в Хэтфилде. Еще 87 машин собрали в Австралии во время Второй мировой войны на заводе фирмы "de Havilland Australian" в Бэнкстауне, Сидней, для обучения радистов и штурманов. Первый из этих австралийских самолетов взлетел 29 сентября 1942 года.


   Dragon Mk 2: 63-й серийный экземпляр самолета стал прототипом улучшенной версии с заменой бортового остекления салона на отдельные рамные иллюминаторы и установленными обтекателями основных стоек шасси
   DH.84M Dragon: военная версия с форкилем. Вооружение состояло из двух пулеметов (один в носовой части, другой на надфюзеляжной кольцевой турели) и 16 бомб калибра 9,1-кг. Машины этого типа поставлялись в Данию (две), Ирак (восемь) и Португалию (три).


   de Havilland DH.84 Dragon Mk 2

   Тип: средний пассажирский самолет с одним пилотом
   Силовая установка: два рядных поршневых мотора de Havilland Gipsy Major I мощностью no 130 л.с. (97 кВт)
   Летные характеристики: максимальная скорость 216 км/ч на оптимальной высоте; крейсерская скорость 183 км/ч на оптимальной высоте; начальная скороподъемность 172 м/мин; практический потолок 4420 м.; дальность полета 877 км
   Масса: пустого самолета 1060 кг; максимальная взлетная 2041 кг
   Размеры: размах крыльев 14,43 м; длина 10,52 м; высота 3,07 м; площадь крыльев 34,93 мг
   Полезная нагрузка: до восьми пассажиров

Flight, December 1932

The De Havilland. "Dragon”
2 "Gipsy-Major" Engines

   SUPERFICIALLY there is little to tell one that the new de Havilland D.H.84, or "Dragon" as the class has been named, is a very remarkable aircraft. In external appearance it is just a plain, well-proportioned twin-engined aeroplane with wings of unusually high aspect ratio (if one may still employ this old-fashioned term) and a simple well streamlined undercarriage.
   For several years it has been our custom to use two ' figures of merit'' in describing aircraft: The ratio of gross weight to tare weight, and the Everling "Highspeed Figure'' n/2Kp, which is the minimum drag coefficient divided into the propeller efficiency. The reason for using 2Kp instead of Kp is that the value thus obtained is then directly comparable with that of machines the characteristics of which are expressed in metric units. The ratio of gross weight to tare weight is an index of the structural efficiency of the aircraft, and the Everling "Highspeed Figure" is a measure of the aerodynamic efficiency in that for the same propeller efficiencies machines with the same "High-speed Figure" will have the same minimum drag coefficients.
   In the case of the de Havilland "Dragon," both these "figures of merit" have an unusually high value. For example, the tare weight of the machine, equipped to carry six passengers, is 2,300 lb. (1 045 kg.) and the permissible gross weight is 4,200 lb. (1 910 kg.), so that the ratio of gross to tare weight is no less than 1.825. The machine, in other words, carries as normal disposable load and not as in any way an overload, 82.5 per cent, of its own weight! This is a quite remarkable achievement, and has only been equalled, to the best of our knowledge, by the de Havilland "Fox Moth," in which the value exceeds 90 per cent. The structural efficiency should, to be really convincing, be related to the speed of the aircraft since a very slow machine can more easily be given a large ratio of gross to tare weight than a fast machine. This is where, to some extent, the "High-speed Figure” comes in useful, in that its calculation is based upon maximum speed. The top speed of the de Havilland “Dragon" is about 130 m.p.h. (official figures are not available, but flying the "Dragon" against a "Puss Moth," the former was the faster), and the "High-speed Figure" works out at 21.6, which must be regarded as very good for a twin-engined machine, and points to a low minimum drag coefficient. At 85 per cent, of top speed the cruising speed is 111 m.p.h., so that the machine is not by any means a, slow one.
   Thus both in structural and in aerodynamic efficiency the "Dragon" can be said to be well above the average.
   These two "figures of merit" are chiefly of interest to the technician, and may not convey very much to the potential operator, although the fact that the machine carries as disposable load such a large percentage of its own tare weight does tell him that his pay load is likely to be a very useful one. What the operator really wants to know is how much the machine will cost him, either per passenger seat or per lb. of pay load, and what the running and operating costs are likely to be. These figures are not quite as readily assessed as are the two technical "figures of merit" referred to above. But a very fair idea can be formed without going into a lot of perplexing figures.
   Some, years ago, at the lecture by Herr Martin Wronsky to the Royal Aeronautical Society, we believe, Mr. C. C. Walker, chief engineer of the de Havilland Aircraft Company, expressed the view that a transport aeroplane may be considered efficient if its first cost is less than ?500 per passenger seat installed, and if, also, it carries a passenger 100 miles in one hour at the expenditure of about 2 gallons of petrol. Let us see how the new de Havilland "Dragon" fares when measured with Mr. Walker's yard stick.
   Normally the "Dragon" will have seating accommodation for six passengers. This number can be increased if a shorter range is sufficient. With six passengers (each assumed at 160 lb. weight, and allowing 45 lb. of luggage for each passenger), the cruising range is in the neighbourhood of 460 miles. The "Dragon" will be marketed at ?2,795, so that the first cost per passenger seat amounts, on this basis, to ?465.8. So far the machine is well below that laid down by Mr. Walker some years ago. When the machine is used on short routes, so that the number of passenger seats can be increased to eight, the cost per seat reduces to ?349.4, an even more economical figure.
   Another way of looking a t it is to examine the first cost per lb. of pay load. This, obviously, must be related to the range, and it is only possible to compare machines having the same range. When the "Dragon" carries 60 gall, of petrol, sufficient for approximately 460 miles, the pay load is 1,240 lb., so that first cost per available pound of pay load is ?2.25 for that range. If the range is reduced, the pay load is, of course, correspondingly decreased. It is estimated that the fuel consumption of the two "Gipsy Major" engines will be approximately 13 gall, (or about 100 lb.) per hour. From this it is easy to work out the variation of pay load with range, or rather with duration. For example, if a duration of two hours is sufficient, the pay load will be increased by 260 lb. to 1.500 lb., and in that case the first cost per lb. of pay load is reduced to ?1.86.
   Now for Mr. Walker's other criterion of efficiency. That an aeroplane, to be regarded as economical, must carry each passenger 100 miles in one hour for the expenditure of about 2 gall, of petrol. The "Dragon" cruises at 111 m.p.h. approximately. Its two engines consume about 13 gall, of petrol in an hour. This consumption corresponds to very slightly more than the 2 gall, per passenger per hour, but, on the other hand, the passenger is carried 111 instead of 100 miles for the quantity of fuel.
   It may be argued that petrol is only a small percentage of the operating cost. That is, of course, perfectly true, but at the same time the power expenditure per passenger, or in other words the amount of fuel consumed in transporting a passenger a given distance, is a very useful index to what the Germans call "Rentabilitat." Within reason, maintenance, running costs (fuel and oil), etc., are proportional to engine power, and this, therefore, forms a fairly good guide to the economy of an aeroplane. The "Dragon" has a total of 260 b.h.p., so that, with 460 miles' range, six passengers and plenty of luggage, the power expenditure is 43.3 h.p. per paying passenger. This is in itself a very economical figure, and if a shorter range is sufficient and eight passengers are carried, the figure becomes 32.5 h.p. per paying passenger. Few would deny that this represents economical flying.
   Still adhering to the original range of 460 miles, the useful load of the machine can be expressed as a pay load of 4.77 lb. per h.p., or, at the cruising consumption at 111 m.p.h. of 13 gall, per hour, as 4.73 ton-miles per gallon. This relates to the machine as equipped to carry six passengers with their luggage. If the cabin furnishings were removed and the machine used as a freighter, the figure would become somewhat better, while any decrease in the range would, of course, still further improve the ton-mileage per gallon by giving an increase in pay load.
   We have gone into these figures for the de Havilland "Dragon" fairly fully, because the machine appears to be the nearest approach to an aircraft capable of remunerative operation which has ever come to our notice. In fact, we would be inclined to go further than that and definitely to express the view that the machine does make unsubsidised flying commercially possible.
   In its general design the D.H. "Dragon" is not, as already pointed out, in the least unorthodox. It is a twin-engined biplane characterised by wings of somewhat larger span than one is accustomed to, but of narrow chord. The machine went through the design stage very quickly indeed, and the construction of the first machine (shown in our photographs) was also pressed on rapidly, so that although the design was only started in September last, the first test flight was made on November 24 by Capt. H. Broad.
   Structurally the "Dragon" is a typical de Havilland machine, if by that one means the type of construction used by that company almost entirely some few years ago, before the metal "fashion" had got as many adherents as it has nowadays. To those who believe that all aircraft should be built of metal, whatever their size and type, the "Dragon" will seem a retrograde step. It is, however, a step which has made the "Dragon" possible. Had it been built in metal it would certainly have been a good deal heavier, and very much more expensive. That the need for all-metal construction of civil types is as real as in military aircraft has not been proved. The de Havilland Company has had wooden "Gipsy Moths" flying in almost every corner of the world, and such troubles as have been encountered have been relatively small. Shrinkage of wood, absorption of moisture, warping, and so forth, have been far less than many would suppose, and recent work on the subject has indicated that these minor troubles may be overcome. The use of dished washers for maintaining friction or "grip" when wood shrinks, the protection of corners where moisture may accumulate with doped fabric or bitumastic paint, and so forth, have been found effective antidotes. And apart from the lightness and cheapness of wooden construction, there are many advantages, such as greater ease of repair in out-of-the-way places.
   The "Dragon," then, is a very ordinary aircraft structure, with a fuselage covered with three-ply wood, and wings having spindled I-section spars and wooden ribs. The only metal in the structure, a few fittings apart, is the steel tubing of the engine supports in the wings.
   The petrol tanks are carried in the fairings behind the engines, and supply to the carburettors is by pump, the head available being barely sufficient to ensure gravity feed under all conditions.
   Our sketches show these steel structures in the wings, but it should be pointed out that the engine bearers themselves are not shown. They pick up on the foremost points of the structure shown, a bulkhead being interposed.
   The cabin is of fairly large dimensions, 9.75 ft. X 4.5 ft. x 4 ft. The six seats are placed along the sides, and are very comfortable. If no lavatory is fitted there is a luggage compartment of 50 cu. ft. capacity, but a lavatory reduces this to 20 cu. ft.
   A slightly unusual scheme has been followed in the design of the undercarriage. This is of the "split" type, and the wheel-carrying strut is telescopic, each tripod being a rigid structure, with the strut telescoping into the fixed strut, and carrying the wheel cantilever fashion. The chassis struts go to the engine-carrying steel tube frame in the wing, and the landing load is taken by a diagonal strut to the top corners of the fuselage.
   The pilot's cockpit in the nose of the fuselage is cut off from the cabin by a partition. The view obtained is very good, and the pilot can see both his engines.
   Final official performance figures are not yet available, but during the take-off tests a height of 145 ft. was reached in a distance of 456 yards, instead of the 66 ft. stipulated in the regulations. A height of 3,240 ft. was reached in 5 min., so that there is nothing to complain about in the take-off of the machine.
THE DE HAVILLAND "DRAGON": This photograph gives a good idea of the appearance of the new machine. The identification number E.9 is a trade registration, and indicates that the machine is still experimental. Since these photographs were taken the "Dragon" has been undergoing official tests at Martlesham.
This aircraft crashed near Dunbeath in May 1941.
The prototype Dragon, seen here in its original markings, later became G-ACAN and was delivered to Hillmans in December 1932.
W/SPAN^2: Reduction of induced drag has been aimed at by using wings of large span, giving low span loading.
THE DE HAVILLAND "DRAGON": This view of the nose and engines illustrates the good view obtained by the pilot, and the careful fairing of the "Gipsy Major" engines. The undercarriage is of low drag.
Mr. Lindsay Everard's D.H. "Dragon."
A LUXURY DRAGON: THIS photo show the exterior exterior of a "Dragon" recently produced by the de Havilland Aircraft Co., Ltd., as an example of real luxury. The machine, which will doubtless be seen a good deal during the next few months, has its fuselage painted yellow, while the wings are aluminium finished.
FOR THE JERSEY AIR SERVICE: The D.H. "Dragon," St. Aubin's Bay, which Jersey Airways, Ltd., have put into service between Portsmouth and St. Helier, Jersey.
AFTER THE WEDDING: Lord and Lady Furness leaving Stag Lane for a flight in their D.H. "Dragon" (two "Gipsy Majors"), piloted by Mr. T. Campbell Black.
TRULY COMMERCIAL: This, the first D.H. "Dragon," has been added to the fleet of machines used by Mr. Hillman at his aerodrome at Romford. Its capacious cabin should make it a paying proposition for commercial operation.
Hillman's D.H.84 Dragon G-ACAN, the prototype, in distinctive three-tone livery of mid-blue, white and silver.
Окрашенный в сине-белые цвета компании "Hillmans Airways" прототип Dragon с кодом G-ACAN поступил на службу 24 ноября 1932 года. После удаления багажного отделения эта машина стала вмещать не шесть, а восемь пассажиров.
The first of the D.H.84 Dragons, G-ACAN, made its maiden flight on 12 November 1932 and later served, as illustrated, with Hillman's Airways.
Designed as a twin-engined Fox Moth, the D.H.84 Dragon was first ordered by visionary coach operator Edward Hillman, whose idea the Dragon was.
THE ISLANDS OF THE NORTH. - A "Dragon" of Allied Airways carrying greetings as from one Orkney to another.
Enterprise: Hillman's Airways’ first D.H. Dragon arrives at Romford Aerodrome in December 1932. The type was largely designed to the late Mr. Edward Hillman’s specification.
Hillman's Dragon G-ACAN, first of the type, flying over the Hillmans D.H.60M Moth G-ABCW on December 20, 1932. G-ACAN ended its days with Aberdeen Airways and the Moth was sold in India as VT-AEC.
Amy Johnson with husband Jim Mollison at Maylands for the christening of Hillmans' first Dragon, G-ACAN, on December 20, 1932.
ZONK! Our photographer catches Amy in the act of wasting precious champagne. She excused her action by naming the first Hillman's Airways "Dragon" - Maylands.
Hillmans Dragons G-ACAP and G-ACEV at Maylands
BEING ILL IN COMFORT: The Croydon demonstration of the D.H. Dragon which has been specially fitted up for permanent civil ambulance work by Air Dispatch Ltd.
Edward Hillman's need for a twin-engined airliner helped de Havilland to develop the DH.84 Dragon - Hillman's G-ACBW illustrated.
Short-lived Dragon G-ACCE was leased to Highland Airways but survived only four months.
Dragon G-ACCE of Highland Airways photographed at Kirkwall.
The air-to-air photograph of D.H. 84 Dragon G-ACCR was also taken from the Fox Moth on the same day as those above. 'CR was lost in the Channel off the French coast on January 22, 1936.
Seafarer G-ACCV immediately after completion in April 1933.
Last minute speeches from Jim and Amy at Croydon in the early hours of June 8, 1933, moments before the disastrous take-off
Noon, July 22, 1933. Well-wishers waving farewell to Seafarer from Pendine Sands.
JIM JUMPS T'OWT: J. Mollison had to start up the "Gipsy Major" engines of his Seafarer in a hurry when the tide rose at Pendine Sands last week. Here he is!
Jim Mollison in a hurry to get Seafarer off the Pendine Sands before the incoming tide on July 7, 1933.
The first Seafarer, G-ACCV, during an early air test a month later.
"GOING WESTWARDS": The two "Gipsy Major" engines of the Seafarer must have disturbed the peasants of this part of Ireland, as Mr. and Mrs. Mollison flew at low altitude on their way to the Atlantic Ocean.
Seafarer keeping low over the Irish coast on course for the Atlantic, July 22, 1933.
THE START: Seafarer just after taking off from Pendine Sands.
A few seconds later, with 39hr of flying ahead of them.
A view showing some of the machines which visited the Club Sunday afternoon, the extreme left the Mollisons' "Dragon."
The first Seafarer, G-ACCV, under construction at Stag Lane in April 1933. Note the three fuel tanks occupying the entire passenger cabin.
LARGE AND FAST: As it was the first time a "Dragon" had been raced its performance was watched with interest, and Capt. Broad's superb cornering (seen here) was as much commented on as were his quick circular take-offs.
D.H. "Dragon" (2 "Gipsy Major") six seater.
The Prince of Wales' immaculate D.H. 84 Dragon, G-ACGG. It was later sold to Richard Shuttleworth before being sold in Australia as VH-AAC in December 1937.
Blackpool and West Coast Air Services' Dragon G-ACGU was destroyed in a take-off crash from Heston in July 1935.
Chosen as the most suitable machine, a D.H. "Dragon" of the type to be used on air survey in Australia. Its clear outlook forward makes it ideal for the purpose. This particular machine is run on private charter work by Wrighton & Pearse at Heston, and was recently hired by the Prince of Wales.
D.H.84 G-ACIT which flew the first Dyce-Orkney service for Highland Airways on May 7, 1934. It is seen here over Bedfordshire in 1969 when it was photographed by TOM HAMILL.
D.H. 84 Dragon G-ACIT, flying in the vicinity of Old Warden on August 29, 1971, shortly before its sale to the Historic Aircraft Museum at Southend. G-ACIT was built in 1933 at Stag Lane and first flew there late in July the same year.
DH.84 - экспонат авиамузея в Саутхэнде.
Still named "Orcadian", but now repainted, G-ACIT was here photographed by the author during 1971, at Stapleford.
HIGH LATITUDE. - Mails and Passengers going aboard a Highland Airways "Dragon" at Kirkwall, on Mainland in the Orkneys. This is not the farthest North of British air transport, but the World's airline network begins to thin out in these latitudes.
The subject of John Fricker's love affair, Dragon G-ACIT is shown in the hands of Beagle Aircraft, when it bore the name ''Orcadian".
Coming together: restoration of the Science Museum's D.H.84 Dragon G-ACIT is nearing completion at Skysport Engineering’s workshops in Bedfordshire.
Another view of Dragon G-ACIT, taken not long after delivery to Highland Airways in the summer of 1933, at Longman Aerodrome
The subject of John Fricker's love affair, Dragon G-ACIT is shown at the time of its sale by Russell Wyham
de Havilland D.H.84 Dragon.
This photograph almost certainly shows Dragon G-ACIT operating with Highland Airways at Wideford in 1933.
Dragon G-ACIT photographed at Orkney after the war. Capt E. E. (Ted) Fresson, without hat, can be seen in front of the aircraft.
Seafarer II G-ACJM, photographed at Stag Lane on January 19, 1934.
Seafarer II G-ACJM, renamed Trail of the Cari flight.
Weston Airways' D.H. Dragon, G-ACJT, at Whitchurch. The aircraft crashed at Weston super-Mare in December 1939.
Photographed at Croydon before the war, Dragon G-ACKB "Saturn" was operated by Provincial Air Lines.
Dragon G-ACKU was the first Mk 2 to fly, having individually framed windows and faired undercarriage struts.
AERIAL ACTIVITY AT JERSEY: Six D.H. "Dragons," of Jersey Airways, Ltd., on the sea-shore "aerodrome" at St. Helier during the Easter rush.
Six of Jersey Airways' eight Dragons on the beach at St Aubin's Bay, Jersey, on April 1, 1934. The nearest aeroplane is G-ACMP St Clement’s Bay.
Jersey Airways' Dragon 2 G-ACMO was sold to Australia as VH-ABK in March 1938.
Dragon G-ACNJ, named Rozel Bay by Jersey Airways. It is seen flying from Stag Lane in March 1934.
A machine which has played a large part in unsubsidised air-line operation - the D.H.84, or Dragon, which is still in successful use all over the world.
Allied Airways' D.H.84 Dragon G-ACNJ, photographed at Dyce. The individually framed windows and faired-in undercarriage struts identify 'NJ as a Dragon 2. This Dragon was first owned by Jersey Airways Ltd, who named it Rozel Bay. After Allied had finished with it the Dragon was dismantled at Dyce in 1946 and used for spares.
In 1942-43 the Allied Airways fleet consisted of Rapides G-ACZE, G-ACZF and G-ADAH, Dragon G-ACNJ and Puss Moth G-ABLS. Rapide G-ACZE is currently under restoration at Hamble and the Puss Moth is currently owned
"OR" ready to leave Baghdad.
SECOND R.A.S. STARTS: Last week the first of the D.H. "Dragons" - shown in the illustration was delivered to Imperial Airways on behalf of Railway Air Services for operation on the Plymouth Liverpool route.
Dragon 2, G-ACPX of Railway Air Services.
D.H.84 Dragon G-ACPY was delivered to Olley Air Services Ltd in May 1934, and is seen at Croydon. In February the following year the Dragon moved to the north with Blackpool & West Coast Air Services Ltd. Then in May 1936 it moved across the Irish Sea to join Aer Lingus as EI-ABI, returning south and back to Olley Air Services in March 1938. ’PY was shot down by German fighters off the Scilly Isles on June 3, 1941.
Dragon G-ACPY on the golf course, St Mary’s, in Channel Air Ferries livery, probably 1938.
G-ACPY on the new airfield at St .Mary's, 1939.
Isle of Man Air Services D.H.84 Dragon G-ADCP at Hooton in 1938.
G-ADCR in the livery of Isle of Man Air Services.
Dragon G-ADDI on the airfield at St Mary's in AAJC camouflage and markings, probably in 1942.
The D.H.84 Dragon, originally G-ADDI, registered as N34DH when photographed recently by Robert M Stitt
Railway Air Services was one of the largest operators of the Dragon. This one, G-ADEE, was lost on the slopes of Fairsnape Fell in October 1935.
Dragon G-ADOS was owned by Smith's Aircraft Instruments until the outbreak of war.
The exterior view shows two of the three generators, a landing light and the short and long-wave aerial systems.
P. Q. Reiss helps Amy Johnson start D.H. Dragon G-AECZ during the time she flew for Air Dispatch Ltd.
Another picture of Dragon 2 G-AECZ, this time in the livery of Southern Airways, based at Ramsgate.
Dragon 2 G-AECZ in the livery of Ramsgate Airport Ltd, who used the aircraft for joyriding.
Long-lived Air Taxis' Dragon G-AECZ was sold in Ireland in March 1950.
'CZ in service with Air Taxis Ltd, pictured at its Croydon base.
Air Taxis Ltd's D. H. Dragon 2 G-AECZ seen at rest with wings folded at Croydon during 1947. This aircraft was later sold in Ireland as El-AFK.
Dragon EI-ABl (the second) on the airfield at St Mary’s with a Brymon Airways DHC Dash 7 as a backdrop, September 1987.
In February 1950 the Dragon was sold in Ireland as EI-AFK. Later, in 1967, it was repainted to represent EI-ABI Iolar and presented to Aer Lingus.
The same lady - different aircraft. Monique with Aer Lingus Dragon EI-ABI at St Mary's Aerodrome during celebrations marking 50yr of aviation in the Stilly Isles in September this year.
This D.H.84A Dragon Mk 2, OE-FKD, was used for clandestine air force service.
Qantas Empire Airways' Australian-built D.H. Dragon VH-AIA (ex-A34-97) in New Guinea, the last Dragon but one to be built.
AN EASTERN JUNCTION. - Charleville, where Qantas Empire Airways Lts. connect with Butler Air Transport.
A trio of typical aircraft operating commercial services in Africa in the 1930s, including two of IAL’s most important landplanes; Handley Page H.P.42E G-AAUE Hadrian (furthest right) and Armstrong Whitworth AW.15 Atalanta G-ABTJ Artemis, behind Wilson Airways’ de Havilland D.H.84 Dragon VP-KBG, at Kisumu in Kenya.
AN UP-COUNTRY JUNCTION. - Daly Waters, where a D.H. "Dragon" of MacRobertson-Miller Airways, West Coats service has met a Lockheed "Electra" of Guinea Airways' trans-continental line from Adelaide to Darwin.
THE WESTERN FLEET. Starting operations with a single machine at Filton aerodrome in 1929, Mr. Norman Edgar's fleet now consists of three D.H. "Dragons," two "Puss Moths" and a "Gipsy Moth." Additional and faster machines are to be acquired in due course for service extensions detailed in this issue.
WHAT OF 1935? Last year Jersey Airways carried more than 20,000 passengers, using eight "Dragons." Here are seven on the beach at St. Helier; the charabanc "waiting room" in the middle foreground was lost at sea soon after this picture was taken! The cause was a high tide.
THE GOLD SEEKERS: The two D.H. "Dragons" which, as referred to above, will be used by the Western Mining Corporation for survey work in Western Australia.
THE GOLD SEEKERS: The two D.H "Dragons," Golden West and Gay Prospector, employed for Surveying gold-mining areas in Western Australia.
IN CANADA: The Trail of the Caribou photographed before the start of the flight with her two pilots, L. G. Reid and J. R. Ayling.
Refuelling with Shell at Mersa Matruh in Egypt.
SCILLY ISLAND ARRIVAL: The Great Western and Southern Airlines' (nee Channel Air Ferries’) D.H. Dragon coming in to St. Mary’s after the twenty-minute flight from St. Just. Machines at present land on a temporary field, but a new aerodrome in another part of the island is to be laid out.
The first two Drovers, VH-DHA (left) with VH-BMU. Behind and to the right is an example of the type the Drover was designed to replace, the DH.84 Dragon.
PSIoWA’s special Wessex, with raised crew compartment and modified tail unit, at Portsmouth, with Jersey Airways' D. H. Dragon G-ACMO St Ouen’s Bay on the right.
Последние минуты перед стартом гонки на приз Мак-Робертсона
ON MACROBERTSON EVE: An impressive scene on the apron at Mildenhall. On the right stands Jones's and Waller's "Comet," with its undercarriage undergoing last-minute repairs; Baby Ruth is at the compass base; in the centre is the Mollisons' "Comet"; behind it are Hewett's and Kay's "Dragon Six" and a D.H. service "Dragon"; and in the background the "Gee-Bee" is being run up, while the ill-fated Fairey Fox can be discerned.
Nothing to do with the subjects discussed by "Indicator," but Connor Park aerodrome, Australia, with a portion of the town of Rockhampton in the background. It is the mid-way stopping place between Brisbane and rich north-west. Airlines of Australia run a daily service each way with Stinson Trimotors. One of the two Dragons belongs to Aircraft Pty. and is used for carrying Sunday newspapers from Brisbane. The D.H.86 belongs to W. R. Carpenter and was, when the picture was taken, on its way from New Guinea to Sydney. The Monospar belongs to Air Taxis,while the Moth is owned by the Rockhampton branch of the Royal Queensland Aero Club.
URBANITY AT DURBAN. - A Goup of Pupils and Personnel of Natal Aviation (Pty.) Ltd. on their home airport of Durban. The company's fleet, in the background, contains a D.H. "Dragon," "Leopard-Moth," "Hornet-Moth," "Tiger-Moth" and five "Gipsy-Moth".
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.
AWAY UP NORTH: The D.H. "Dragon," operated by Highland Airways on their Inverness - Orkney service, at Wideford Airport.
Arthur Butler, sans hat, signing for the first regular Australia-England air mail at Cootamundra. BAT had won the tender for the Cootamundra-Charleville leg and used a D.H.84 Dragon for the service, which was inaugurated by Butler himself on December 10, 1934 in VH-URV.
VIA THEIR NATURAL MEDIUM: The Marconi agents from all over the country came to London for the Radio Exhibition at Olympia by means of D.H. "Dragons" (two "Gipsy Majors") chartered from Hillmans Airways. Here are some of them arriving at Heston Airport.
AN EASTERN PILGRIMAGE - NEW STYLE: This party flew, in Mr. Graham Mackinnon's "Dragon," out to Baghdad, there to await the arrival of competitors in the England - Australia Afr Race. They are, from left to right: (standing) F. Farey Jones, M. O. Gatrell, Graham Mackinnon and K. W. Bear. (Sitting) J. K. Morton, pilot, and Lt. Com. C. N. Colson, R.N., of "Flight's" Editorial Staff, who will keep our readers informed as to the progress of the Race at Baghdad.
OUR AIR-MINDED PREMIER: Mr. Ramsay MacDonald alighting from a "Dragon" at Aldergrove, Ulster, after a flight from Lossiemouth on August 30 to visit the Marquis and Marchioness of Londonderry. He returned to Hendon on September 3 in a R.A.F. machine.
A BUSINESS TRIP: Officials of Pass & Joyce, distributors of Talbot cars in London and Home Counties, recently made a tour of inspection of their area in a "Dragon" belonging to Olley Air Services, and are shown here in our picture. The group includes Capt. Olley, who is standing in the doorway of the 'plane, and shaking hands with Mr. A. H. Pass. Next to Mr. Pass are his co-directors, Mr. C. J. Joyce and Mr. S. H. Devey, while Capt. C. R. F. English, the manager of Pass & Joyce, is next in line, slightly behind Mr. Devey.
ENTERPRISE: Western Airways find that traffic for their service between Cardiff and Bristol is growing rapidly. They are now using this "Dragon." Mr. Norman. Edgar is on the left with Messrs. C. R. Cubitt and G. W. Monk, his pilots, next to him. Lt. Col. D. B. Gray, on the right, is a new Director of the firm.
Taken while refuelling at Rutbah. Left to right are Mr. Jerry Nairn, of Nairn Transport, Mr. Graham Mackinnon (owner of the "Dragon") and a friend of all pilots, who has the isolated job of wireless operator at the fort.
J. K. Morton, the "Dragon's" pilot, satisfying the Egyptian customs officials at Mersa Matruh.
A WINNER: Mr. W. D. Macpherson, pilot of Mr. Lindsay Everard's "Dragon," who won the Circuit of the Oases, is seen removing the rags which have to be used for keeping out the fine dust.
Natives of Kenya Colony examining a machine of Wilson Airways.
SECOND R.A.S. STARTS: Maj. Brackley, of Imperial Airways (left), is seen receiving the log-books, etc., of the machine.
Close-up of another Jersey Airways Dragon. Most operators flew the type without wheel spats.
BAPTISMAL: Miss Fiona Mackinnon, aged thirteen months, christens her father's new "Dragon" at Penhurst Aerodrome. The machine is equipped with Marconi directional wireless.
ANOTHER AIR MAIL PENNANT: A new air mail service between Inverness and Kirkwall, Orkney, was inaugurated on Tuesday of last week (May 29) at Londman Aerodrome, Inverness, when the Royal Ait Mail Pennant was presented by Sir Frederick Williamson, Director of Postal Services, to Capt. Fresson, of Highland Airways.
The second of 87 Dragons built in Australia for use as radio/navigation trainers by the RAAF, known locally as Dragon Mk IIIs.
The A34 series allotted to the D.H.84 Dragon included eleven impressed civilian aircraft. A further eighty seven were built in Australia between 1942/43 for R.A.A.F. radio and navigational training.
The first DH.84 Dragon II to be introduced into service. It was operated until 1950.
DH.84 иракских ВВС.
Photographed by Eddie Riding at Hatfield before its departure for Iraq, de Havilland D.H.84M serial 21 was one of the eight delivered to the RIAF in May 1933. The Iraqi examples - D.H.84M for military - were fitted with a gun position in the mid-upper fuselage and a curving dorsal fin, plus two machine-guns in the nose.
Clouds - an impression from the "Dragon's" cabin windows.
Hugh Town, St Mary’s, in Ihe Isles of Scilly as viewed from a DH Dragon prewar.
If the cockpit airspeed indicator should fail, there was always this spring-loaded stand-by instrument, mounted on one of the outboard struts of the Dragon where it was visible to pilots with above-average eyesight.
Pilot's view of the port Gipsy Major nacelle on G-ACIT, showing engine instruments behind a glass panel (the dark patch below the strut) and the rear fuel gauge on top of the nacelle.
The nacelle viewed from the rear.
The first D.H. "Dragon" seaplane in Canada.
The Dragon 2 CF-AVD with Fairchild floats and dorsal fin.