de Havilland DH.60 Moth
Обозначение DH.60X повторно ввели для следующего варианта, сделанного в 1928 году с мотором Cirrus III мощностью 90 л.с. (67 кВт). Эта модель получила новую тележку шасси с колесами на полуосях вместо сквозной оси. К концу года собрали
403 самолета Moth. Кроме того, лицензию на производство купила австралийская фирма "General Aircraft Company" и две финские компании - "Government Aircraft Factory" и "Veljekset Karhumaki". Финские ВВС получили 22 Cirrus II Moth. Массовое производство DH.60X закончилось в сентябре 1928 года. Появились новые модели, но по спецзаказу построили еще несколько таких самолетов. Один хранится в летном состоянии в Фонде Шаттлуорта в Олд-Уордене.
Хотя мощность моторов машин DH.60 увеличили на 50%, масса самолета также сильно возросла. Для компенсации этого увеличения массы и замещения сократившихся поставок моторов Cirrus де Хэвилленд решил разработать собственный двигатель. В 1927 году его компания обратилась с соответствующей просьбой к майору Фрэнку Халфорду - создателю мотора Cirrus. Так появился мотор Gipsy мощностью 100 л.с. (75 кВт). Он положил начало целому семейству легких авиадвигателей с этим именем и открыл новую страницу в истории машин Moth. Новый мотор собрали в июне 1928 года и облетали на DH.60X. Переделанная силовая установка улучшила и без того неплохие характеристики аэроплана. Модификацию с новым мотором обозначили DH.60G, но по очевидным причинам ее назвали Gipsy Moth. Прототип мотора Gipsy позже установили на один из гоночных монопланов DH.71, который должен был участвовать в авиагонках 1927 года на Королевский кубок, а впоследствии этот самолет использовали для рекордных полетов.
Первый серийный DH.60G с пилотом В. Л. Хоупом выиграл королевские авиагонки 1928 года, показав среднюю скорость 169 км/ч. Еще несколько Gipsy Moth установили ряд новых рекордов. Испытания на надежность проводились в течение девяти месяцев с конца декабря 1928 года. DH.60G выдержал их с триумфом, проведя в воздухе более 600 часов и пролетев в общем счете 82 076 км без единой поломки.
С этими замечательными показателями аэроплан DH.60G стал постоянным участником дальних перелетов. В историю авиации вошли эпохальный одиночный 20-дневный перелет Эми Джонсон в мае 1930 года от Кройдона до Дарвина, Австралия, на аэроплане DH.60G Jason (ныне хранится в лондонском Музее наук), перелет Фрэнсиса Чичестера по тому же маршруту, а также его последующие полеты над Тихим океаном. А также множество других перелетов. Среди DH.60 была пара гидропланов с одним большим центральным поплавком и двумя малыми подкрыльевыми вспомогательными поплавками. На одном из них стоял мотор Gipsy, на другом - Cirrus Hermes I мощностью 105 л.с. (78 кВт). Было облетано несколько экземпляров версии купе, но этот вариант не снискал популярности.
Всего фирма де Хэвилленда до 1934 года построила 595 серийных DH.60G. Еще 40 самолетов собрала во Франции фирма "Morane-Saulnier" под названием "Morane Moth". Полторы дюжины машин сделала американская фирма "Moth Aircraft Corporation", 32 самолета - фирма "Larkin Aircraft Supply Co. Ltd" в Австралии.
Хотя многих устраивало то, что DH.60G был выполнен из древесины, некоторым покупателям требовались самолеты более прочной и ремонтопригодной конструкции. Для этого де Хэвилленд создал в 1928 году DH.60M с каркасом фюзеляжа, сваренным из стальных труб. В Британии собрали 535 таких машин, еще 40 выпустила фирма "de Havilland Aircraft of Canada", 10 сделали в Норвегии, 161 аэроплан построила фирма "Moth Aircraft Corporation" в США. Большое количество машин DH.60M поступили в ВВС Великобритании, Канады, Ирака и Швеции, а также в норвежскую армию и датскую морскую авиацию.
Так как де Хэвилленд теперь строил свои собственные моторы, разработка двигателей и планеров шли параллельно. В 1931 году появился мотор Gipsy II мощностью 120 л.с. (90 кВт). За ним последовал перевернутый двигатель Gipsy III, благодаря которому улучшился обзор из кабины и изменились обводы передней части фюзеляжа модификации DH.60G III, впервые взлетевшей в марте 1932 года. Построили 30 таких самолетов. Мотором Gipsy Major IIIA мощностью 133 л.с. оснащали версию Moth Major, выпущенную в 87 экземплярах.
Вершиной развития DH.60 стала версия DH.60T Moth Trainer с мотором Gipsy II, предназначенная для военного применения. 8се заказы на нее поступили от зарубежных военных. 40 машин поступили в Бразилию, одна - в Китай, шесть - в Египет, пять - в Ирак и 10 - в Швецию. Всего собрали 64 экземпляра, включая два тайно проданных в 1931 году в неуказанную страну.
de Havilland DH.60G Gipsy Moth
Тип: двухместный учебно-тренировочный аэроплан
Силовая установка: поршневой мотор Gipsy I мощностью 100 л.с. (75 кВт)
Летные характеристики: максимальная скорость 158 км/ч на уровне моря; крейсерская скорость 138 км/ч на оптимальной высоте; начальная скороподъемность 152 м/мин; практический потолок 5500 м; дальность полета 470 км
Масса: пустого самолета 436 кг; максимальная взлетная 750 кг
Размеры: размах крыльев 9,15 м; длина 7,30 м; высота 2,80 м; площадь крыльев 22,60 м2
Полезная нагрузка: летчик и пассажир в открытых кабинах
Flight, June 1929
BRITISH AIRCRAFT AT OLYMPIA
DE HAVILLAND AIRCRAFT CO., LTD.
FOUR complete machines will be exhibited on this stand, i.e., the D.H. "Hawk Moth" with "Lynx" engine, a standard "Gipsy Moth" land 'plane of the open type, a "Gipsy Moth" coupe, and a "Gipsy Moth" seaplane.
Of the three "Gipsy Moths" to be exhibited one, the coupe "Moth," will be of the earlier form of De Havilland construction with plywood covered fuselage, and wooden wings. The other two "Gipsy Moths" will be of mixed construction in that they will have the latest type of D.H. welded steel tube fuselage and wooden wings.
The metal fuselages of the two open "Gipsy Moths" make use of steel tubing, chiefly of square section. In the front portion, from the fireproof bulkhead to the pilot's cockpit, struts as well as longerons are of square section, and the joints between them are made by fishplates and bolts. In the rear portion of the fuselage a slightly different form of construction is employed. Here, as in the front part, the longerons are of square section, but the struts in the side bays are of round section and joined to top and bottom longerons by welding. Throughout the fuselage diagonal struts are employed for the bracing, forming Warren or N girders without bracing wires. In the "Moth" metal fuselages the covering is fabric, which is carried on light fore and aft stringers. With these general remarks on the form of construction employed in the various types of "Moths," we may turn to the general features of the three machines to be exhibited.
The "Gipsy Moth" open land 'plane is a two-seater biplane designed for use as a training machine and for club and school work, as well as for private ownership. The cockpits are roomy and very comfortable, and large windscreens ensure the exclusion of draught from the cockpits. In the pilot's cockpit a dashboard with black cellulose finish carries air speed indicator, altimeter, tachometer, oil pressure gauge, inclinometer, and, if required, a watch and holder. A de Havilland Patent airspeed indicator on the starboard strut is also a standard fitting. If desired, the Hughes Mark III aperiodic compass can be fitted in front of the control lever. Above the instrument board is a small shelf to take maps, gloves and other small articles, while map cases are fitted within easy reach of the left hand. Behind the pilot's cockpit there is a large luggage locker in which suitcases can be stowed. Speaking tubes, of a new light type, including mouth and earpieces, can be fitted.
The controls of all "Moths" are very light to operate, and the machine responds immediately to the smallest touch. A spring-loaded elevator permits of trimming the machine to fly "hands off" at all speeds and throttle openings, and an adjustable spring on the rudder bar counteracts propeller torque. The ailerons are operated by the well-known de Havilland differential ailerons, which, in addition to reducing the load on the stick, minimise yawing due to lateral control. Ball races are employed throughout in the controls, and all pulleys have been eliminated and replaced by levers. No cable touches any part of the structure throughout its length, and the chance of a cable fraying is, therefore, reduced to a minimum. The rudder bars are fitted with adjustable pedals to suit pilots of different heights. Dual controls are fitted, but the forward control stick can be removed in a few seconds.
The de Havilland "Gipsy" engine is neatly faired in in the nose of the fuselage, and is mounted direct on bearers on the fuselage sides. All accessories such as filters, magnetos, carburettor, etc., are readily accessible by opening the quickly-detachable cowling. The starting of the engine - one magneto of which is fitted with an impulse starter - usually follows a single swing of the propeller, and it is not, therefore, considered necessary to fit the cockpit hand starter with which the original "Moths" were equipped.
The "Gipsy-Moth" petrol system is very simple and provides for direct gravity feed from tank to carburettor. The petrol tank is of streamline form and carried in the top wing centre section. It has a capacity of 19 gallons, which gives the machine a range of 4 1/2 to 5 hours at cruising speed. A simple float-operated petrol gauge is fitted above the tank in a position in easy view of the pilot.
The land undercarriage of the "Gipsy-Moth" differs from that of the older models in that it is of the split axle type, with wider track and increased ground clearance. The landing shock is absorbed by a rubber block unit in the undercarriage legs, the compression rubbers being in series, the natural hysteresis of the rubber, combined with the friction obtained from the "Ferrodo" lined pistons sliding in the outer casing, provides sufficient damping.
The main dimensions of the standard "Gipsy-Moth" are: Length o.a., 23 ft. 11 ins.; wing span, 30 ft.; width with wings folded, 9 ft. 10 in. The tare weight is 962 lbs., and the load carried may be made up normally as follows: Two occupants, 320 lbs.; 19 gallons of petrol 140 lbs.; 2 gallons of oil, 19 lbs.; luggage to make up maximum gross weight 309 lbs. Gross weight for normal Certificate of Airworthiness 1,750 lbs. For the "Aerobatics" C. of A. the maximum permissible gross weight is 1,550 lbs.
Normally, nothing like 300 lbs. of luggage will be carried, and a fair average gross weight to take is 1,350 lbs. At this weight the performance of the "Gipsy-Moth" is as follows: Maximum speed near ground 103-105 m.p.h. Full speed at 5,000 ft., 100 m.p.h.; cruising speed at 1,000 ft., 85-90 m.p.h.; stalling speed, 40 m.p.h.; length of run to take off, 80 yards; landing run, 100-120 yards; rate of climb from ground, 700 ft./mins.; time to 5,000 ft., 9 mins.; time to 10,000 ft., 21 mins.; absolute ceiling, 18,000 ft.; cruising at 80 m.p.h., the petrol consumption is approximately 4 1/4 gallons per hour, which gives a working range of about 320 miles.
The "Gipsy-Moth" seaplane is, except for its undercarriage, identical with the land 'plane, with wooden wings and steel tube fuselage. Consequently the description given above of the land 'plane will cover the seaplane also, except for the details of the undercarriage. The "Gipsy-Moth" seaplane is equipped with two Duralumin single-step floats, specially constructed for it by Short Brothers, of Rochester. These floats, although remarkably light, are naturally a little heavier than the wheels of the land machine, and consequently the seaplane version has a slightly greater tare weight. It speaks well for the aerodynamic design of these floats, however, that in spite of the extra weight, the performance of the seaplane is but very slightly inferior to that of the land 'plane.
When running on the water, the Short floats of the "Gipsy-Moth" throw up remarkably little spray, even at speeds just below the planing speed, and altogether the "Gipsy-Moth" seaplane is remarkably "clean" on the water. No water rudders are fitted to the floats, but in spite of this the machine can be manoeuvred quite well with the air rudder while the engine is running.
The tare weight of the "Gipsy-Moth" seaplane is 1,070 lbs., and the permissible gross weights for the two classes of C. of A. are the same as for the land 'plane, i.e., 1,750 lbs. for the "normal" and 1,550 lbs. for the "Aerobatics."
Following are the performance figures for the "Gipsy-Moth" seaplane :- Full speed at sea level, 98 m.p.h.; full speed at 5,000 ft., 92 m.p.h.; cruising speed at 1,000 ft. 75-80 m.p.h.; stalling speed, 43 m.p.h.; time to get off 13-15 secs.; rate of climb from sea level, 480 ft./min.; time to 5,000 ft., 14 mins.; time to 10,000 ft., 40 mins.; absolute ceiling, 13,000 ft. An amphibian undercarriage for a "Gipsy-Moth" is described under the exhibits of Short Brothers.
SHORT BROTHERS, LIMITED
THREE complete machines will be exhibited on the stand of Short Brothers, of which, however, but two will be Short machines, the third being a de Havilland "Gipsy-Moth," for which Short Brothers have designed an amphibian undercarriage. The two Short machines will be the "Singapore I" on which Sir Alan Cobham made his flight to the Cape and back, and the second will be a Short "Mussel" light seaplane.
Reference has been made to the fact that on the Short stand there will be exhibited a "Gipsy-Moth" with amphibian undercarriage. This machine is the property of Mr. John Scott Taggart, of radio fame. Short Brothers have designed for him an amphibian undercarriage, which consists of a single float placed centrally under the fuselage, two wing tip floats, and a retractable land undercarriage. The main and wing tip floats are of normal Short design and construction, with duralumin as the material.
The landplane undercarriage consists of a large-diameter transverse tube carried in bearings inside the central float and having on it, near the centre, a worm wheel. A worm on a sloping shaft which reaches into the pilot's cockpit and there terminates in a crank handle engages with this worm wheel, and rotates the horizontal tubular shaft. At each end of the transverse tube is a steel tubular fork, both members of which are telescopic and carry the wheel. When the transverse shaft is rotated the forks move forward and up until the wheels are clear of the water. The transverse tube itself is a cantilever beam, and may also have to resist a fair amount of torsion under certain conditions of landing or taking off. It has, however, been found that the tube stands up to the work quite well, and the amphibian undercarriage, although adding a certain amount of weight, increases enormously the choice of landing "grounds" available.
The central single-float arrangement has not been tried to any great extent in this country, but in the United States of America it is preferred to the British twin-float system. The lateral stability at rest is established, as in a flying-boat, by the outboard floats, and we understand that during tests from the Medway, at Rochester, the amphibian "Moth" was found to handle well on the water. A water rudder is fitted to the heel of the central float, and when the machine is used as a landplane the rudder, which is sprung, serves as a- tail skid, the normal tail skid of the "Moth" not coming in contact with the ground.
Flight, April 1930
AIRCRAFT FOR THE PRIVATE OWNER
IT seems almost unnecessary to have to give any details of the Moth, for it is probably the most popular and most widely-used light aeroplane in the world today.
Actually it can be said that the Moth made the light aircraft movement in England, and, in fact, in many parts of the world, but at the same time it must be borne in mind that it was the "Cirrus" engine which first made the Moth possible. Apart from its use in clubs for instruction, and by some 137 private owners in this country alone, the Moth is widely used by the Air Forces of the world for communication flights and for primary training.
It is available in many forms, such as a landplane fitted with a normal wheel undercarriage, which, as a standard, is of the divided-axle type and stands a remarkable amount of rough use; as a seaplane with twin floats; for use on snow with skis, and lastly as an amphibian with the single central float type of undercarriage with wheels which may be lowered when landing on land, as has been developed for the Moth and such like aircraft by Short Bros., of Rochester.
The Moth is a small single-bay machine with two cockpits in tandem, and if desired may be fitted with a Coupe top which practically turns it into a cabin machine. The engine most fitted now is the "Gipsy," but a very large number have been sold with "Cirrus" engines, and also the Armstrong-Siddeley "Genet," this latter was the type used for a display of advanced aerobatics and inverted flying at the R.A.F. Display at Hendon.
The Moth has lately been redesigned with an all-metal fuselage, but retaining the wooden wings which are, of course, designed to fold very easily.
The Moth is now being built under licence in America and France, and the De Havilland Co. have works in Canada, and Australia, while agents are to be found in nearly all countries.
Flight, July 1931
The alterations to the normal metal-fuselage "Gipsy-Moth" which have been made in producing the new "Moth Trainer" consist mainly in shifting the rear lift wire attachment to the forward wing root, in order to give free exit from the front cockpit, in increasing the cockpit areas, in fitting four doors, and in taking the exhaust pipe away from the side and pointing it downward under the nose
ECONOMY in flying training equipment is the key-note upon which the design of the new Moth Trainer, recently produced by the De Havilland Aircraft Co., Ltd., is based. The normal metal-fuselage Gipsy Moth was already fairly suitable for training purposes, and the modifications necessary to make it entirely suitable for modern training requirements were not of a far-reaching nature from the constructional point of view. Consequently the De Havilland Company has been able to put on the market, at really low cost, a new training type suitable for modern conditions. That this is no idle claim is proved by the fact that the new Moth Trainer is available at prices below ?1,000, the actual price varying according to the additional equipment which it is desired to fit, and which is optional.
As a variant of its normal form as a landplane training machine, the Moth Trainer can also be supplied as a twin-float seaplane, and used for seaplane training (at extra cost, of course), or with skis instead of wheels for winter training in countries where snow-covered aerodromes or frozen lakes are the rule rather than the exception. Moreover, the three types of undercarriage are interchangeable, so that the machine can always be fitted up to suit the season of the year, using the wheel undercarriage in the summer and the ski undercarriage in the winter.
It is, of course, well known that De Havilland service exists in nearly every civilised country in the world, and, owing to the fact that so many of the components of the Moth Trainer are identical with those of the standard Gipsy Moth, purchasers of the Moth Trainer can be assured that spares are always readily obtainable, and at low cost. Thus, not only first cost, but upkeep and maintenance costs, should be low for schools using the new school machine.
Although flying training is the function which the Moth Trainer has primarily been designed to fulfil, it has been specially designed also to carry out many other duties by means of additional equipment, which can be readily fitted without modification to the main structure. These duties include Advanced Training, Fighting Training, Bombing Training, Wireless Training, and Training in Photography. The machine has been considerably strengthened, and as a result the permissible Certificate of Airworthiness weight for aerobatics has been raised from 1,550 lb. (704 kg.) to 1,640 lb. (746 kg.), and for normal flying the permissible all-up weight has been increased from 1,750 lb. (796 kg.) to 1,820 lb. (827 kg.).
These increases in the permissible all-up weight not only enable the extra equipment to be carried, but the Moth Trainer is made nicer to handle, even at the extra weight, by fitting wings of a completely new section, so designed that, although speed and climb are not adversely affected in any way, the stall is less abrupt and the resultant spin is slower.
Among the more important modifications made in producing the Moth Trainer, mention may be made of the arrangement of the lift wires. It will be recollected that in the normal Gipsy-Moth the rear lift wire is in the plane of the rear spars. This means that the wire rather gets in the way if, in an emergency, the occupant of the front cockpit is obliged to leave hurriedly, as, for instance, in jumping with his parachute. There is always a risk that some loose portion of clothing or equipment may catch on this lift wire and cause a delay at a time when every second is likely to count. To avoid this possibility, the rear lift wire in the Moth Trainer has been brought forward to the front spar wing root, where the lower portion of the wire is in front of the front cockpit, and thus right out of the way.
Further to facilitate exit from the front cockpit, a deeper type of door has been fitted, so that the occupant can now very easily step straight out on to the lower wing. These deep doors are fitted on both sides, enabling a rapid exit to be made from either side. This point is of great importance, since it is easy to visualise conditions under which it would be relatively easy to get out on one side of the machine, but impossible on the other. Thus, the addition of the second door may be regarded as a very real safety measure.
The fitting of doors in both sides of the fuselage brought up another problem. The exhaust pipe in the normal Gipsy-Moth runs along the port side of the fuselage. This would obviously interfere with the use of the door on that side, and so in the Moth Trainer the exhaust pipe has been shortened, and is bent down under the nose of the machine. In this position the exhaust pipe is not in the way, and, although the noise is possibly slightly greater when heard from a point outside the machine, in the cockpits there is no noticeable difference in noise.
In a training aircraft, as, indeed, in all aircraft, view is an important consideration, and as the number of aircraft increases, the subject of view will assume greater and greater importance. By careful experiment and the application of experience, it has been found possible, in the Moth Trainer, to make certain detail alterations which have resulted in a much improved view from both seats. The view from the back seat has been greatly improved in an upward direction by cutting away the trailing edge of both top wings at the root end fittings. Biplane construction normally restricts the upward view from the front seat. In the Moth Trainer this disadvantage has been reduced a great deal by the fitting of a mirror at a suitable angle into the engine cowling, immediately behind the engine. This mirror was not in place when our photographs were taken, and is not, therefore, shown in the accompanying pictures. The use of mirrors has also been extended to the pilot in the back seat. A small mirror is fitted at the side of the front windscreen. In this mirror the instructor and pupil can see each other, thus giving a feeling of closer contact.
The seats in both cockpits are specially designed to accommodate the Irvin seat type parachutes, in conjunction with which the new Irvin harness of the "quick release and adjustment" type may also be used.
Structurally, the Moth Trainer follows exactly the same lines as the normal Gipsy-Moth. That is to say, the fuselage is a welded steel tube structure, while the wings and tail are mainly of wood construction.
The engine fitted in the Moth Trainer is the Gipsy II, of 120 b.h.p., and the patrol tank forms, as in the older type, the centre-section of the top plane.
For inverted flying the Gipsy II in the Moth Trainer is fitted with the well-known De Havilland scheme, which consists in fitting a tray in the engine sump, which, functioning on the unspillable inkpot principle, prevents oil from flooding the cylinders when the machine is on its back. If desired, the engine can be made to fire in the inverted position by the provision of a mechanical pump, which delivers petrol under pressure to the inlet manifold.
An undercarriage of the divided type is fitted, in which the telescopic legs have shock absorbers in the form of rubber blocks working in compression. Special low-pressure Dunlop landing wheels and tyres are fitted, and, in conjunction with the travel provided by the stroke of the telescopic legs, practically eliminate all risk of minor damage due to heavy landings, such as are inevitable at training centres where pupils are doing their first few hours of solo flying. A special feature is that these wheels run on ball bearings, which require practically no attention, and which eliminate shake and rattle.
It has been said that, in addition to its main function of a flying training machine, the Moth Trainer can be used for instruction in fighting, bombing, wireless, photography, etc. For these purposes the appropriate equipment is added to that used for ordinary flying training, which includes a full range of instruments fitted in each cockpit, and full dual control, with duplication of control column, rudder bar, tail-trimming lever, throttle and ignition switches.
The camera gun is the recognised method of instruction in aerial fighting, and in the Moth Trainer provision has been made for mounting a service type camera gun, with appropriate sight, as shown in one of our photographs.
For instruction in bombing a special bomb rack, carrying four 20-lb. bombs, is fitted under the fuselage. Apart from its use for training, the Moth Trainer can be used for light offensive operations. An example of this was provided by the fleet of military-type Moths supplied to the Government of Iraq some little time ago. These machines were fitted with bomb racks, and carried in addition complete wireless transmitting and receiving equipment, including airscrew-driven electric generator. A Very pistol was also a part of the equipment, while the Iraq machines had, in addition to their already heavy load, to carry an extra 10-gallon petrol tank, a 2-gallon drinking-water tank, and airtight ration containers in both cockpits. An aerial camera was fitted in the floor of the forward cockpit, while the wireless apparatus was installed in the rear cockpit.
The Moth Trainer carries a British Air Ministry Aerobatic Certificate of Airworthiness, allowing an all-up weight of 1,640 lb. (746 kg.). With instructor and pupil both wearing parachutes, all equipment, full tanks, and a camera gun for fighting training, the figure of 1,640 lb. leaves a considerable margin, which may be used for personal gear or special equipment.
The following performance figures relate to the Moth Trainer at a gross weight of 1 1,640 lb.
Full speed at ground level, 106 m.p.h. (171 km./h.); full speed at 5,000 ft. (1,525 m.), 101 m.p.h. (162.5 km./h.); full speed at 7,000 ft. (2,130 m.), 98 m.p.h. (158 km./h.); full speed at 10,000 ft. (3,050 m.), 90 m.p.h. (145 km./h.); stalling speed, 45 m.p.h. (72.5 km./h.).
The length of run to take-off is 160 yards (144 metres), and the time to take-off is 11 seconds.
The length of run on landing is 135 yards (120 metres). The best gliding angle is 1 in 7.5.
At ground level the rate of climb is 730 ft./min. (3.7 metres per second), while the times to 5,000 ft., 7,000 ft., and 10,000 ft. are 8.5 min., 12.5 min., and 22.5 min. respectively.
The service ceiling (i.e., altitude at which the rate of climb is 100 ft./min.) is 13,800 ft. (4,200 metres), and the absolute ceiling is 15,900 ft. (4,850 metres).
A Moth among the daisies at Hucknall on Whit Monday, 1928. The Nottingham Aero Club’s DH.60X Moth is about to take off from its home ground. G-EBSK was destroyed following a crash at Hucknall on August 22, 1928. The massive hangar in the background is a reminder of Hucknall's earlier RAF days.
BLACKPOOL: General View of the Machine Park, with the private light aeroplanes in the foreground, of which there were about 50, and the Royal Air Force machines, which included night bombers, day bombers and single-seater fighters, in the distance.
THE HANDLEY PAGE SLOT AND INTERCEPTOR CONTROL: Mr. Cordes demonstrates the effectiveness of this control on a De Havilland "Moth" fitted with "Cirrus II" engine.
THE HALTON PAGEANT: Capt. Broad taking off in his cleaned-up King's Cup "Gipsy-Moth."
Capt. H. Broad the wrong way up at Heston Garden Party, but as he won the International Aerobatic Competition it led him in the right direction. The machine is a Gipsy-Moth.
KANO, NORTHERN NIGERIA: British light aeroplanes and their accessories can be met in nearly all parts of the world today. When Lady Bailey was flying through Africa along the west coast she met an unexpected escort in Mr. G. R. Boyd-Carpenter and his "D.H. Moth" (A.D.C. "Cirrus Mark II") as our pictures depict. The latter escorted her from Kano to Zaria, and the top picture shows Mr. Boyd-Carpenter, who is a Nigerian merchant, preparing for his return flight to Kano. Although he flew back through the hottest part of a very hot day, the engine gave no sign of overheating and ran perfectly the whole way. Even in those remote parts it will be noticed from the bottom picture that both pilots were able to get Mobiloil.
“The man who had never flown before" (in bowler hat flying Moth G-EBZU and landing at Wythenshawe, Manchester in July 1929).
APPROPRIATE LETTERS: The machine on the left belongs to Mr. Ivor McGlure, of the A.A., while that on the right is Mr. Runciman's, and is the first private owner's machine fitted with the Amplion wireless gear we described on November 21 last year.
THE I.O.M. WINNERS: Mr. J. R. Ashwell-Cooke (right) with his "Moth" (Cirrus III), in which he won the "Round the Isle of Man" Race. On the left is Mr. Campbell Black, recently back from Kenya, who acted as navigator.
"THE OLD ORDER CHANGETH": This photograph is of interest in showing the last registration letters of the old series and the first of the new. The machine in the foreground is a "Cirrus-Moth," and according to the old system of registration letters the next machine should have been marked G-ECAA. Instead of this, however, the Directorate of Civil Aviation has gone over to a new series, commencing G-AAAA. The machine to receive the new letters is a "Gipsy Moth," here seen in the background. This has been purchased by Captain G. de Havilland for his private use.
De Havilland Gipsy-Moth two-seater light aeroplane
Джеффри де Хевиленд на личном Moth (G-AAAA) с двигателем Gipsy установил рекорд высоты. Строго говоря, это был DH.60X с двигателем Gipsy, но его всегда называли DH.60G Gipsy Moth.
THE "GIPSY MOTH": The latest model of the de Havilland "Moth" light 'plane, fitted with new D.H. "Gipsy" engine, is the main attraction on the "D.H." Stand.
THE LATEST TYPE "GIPSY MOTH": The first of what may be termed the standard "Gipsy Moth" has been bought by Captain Geoffrey de Havilland, who is at present on holiday in the machine, accompanied by Mrs. de Havilland. Features of the new type are the neat cowling of the D.H. "Gipsy" engine, the new type of undercarriage, which has a wide track and a long travel, and the comfort of the cockpits, as well as a very large luggage compartment. The long exhaust pipe makes for very silent running.
A convincing test of reliability has just been carried out by the De Havilland Company. Flying exclusively on Pratts, a standard Gipsy Moth machine has completed 25,344 miles at a speed of 88 m.p.h.
THE "GIPSY MOTH" IN FLIGHT: Captain G. de Havilland and Mrs. de Havilland starting off on their holiday trip to Cornwall.
CAN I LAND HERE? The machine is banking low in order to see if the ground is suitable for landing.
Mr. and Mrs. Ivor McClure, who arrived in their newly-acquired Moth G-AAAA
The start of the Gipsy-Moths in the Impromptu Scratch Race of 27 miles which was won by Miss Winifred Spooner, the private owner pilot, against four competitors.
Miss Winifred Spooner and Flying Officer R. L. R. Atcherley flying a dead heat in the Impromptu Scratch Race for Gipsy-Moths, which Miss Spooner eventually won. Her machine is on top.
B.I.G. FLYING: Capt.Lamplugh, of the British Insurance Group, has long been a pilot, and is a Flying Officer in the Reserve of Air Force Officers. Colleagues of his, Mr. W.R.Massey (on Capt. Lamplugh's right) and Mr. A.G.Hawood (on Capt. Lamplugh's left) are Flying Officers in No.600 and No.601 A.A.Squadron, respectively. They are seen doing some very good formation flying on three "Gipsy-Moths" of the de Havilland Flying School.
FORMATION: The N.F.S Circus at work.
THE WIRELESS "MOTH": This D.H. "Moth," belonging to Air Work, Ltd., has been equipped with an Amplion Wireless Receiving Installation intended for Private Owners' machines. Air Work, Ltd., it should be mentioned, are shortly broadcasting weather reports from Heston to Private Owners, and it is for such purposes that this receiving set has been designed.
THE ELECTRICALLY-FIRED TYPE: The battery of flares may be seen strapped to the side of the fuselage (as a temporary measure). This picture of a "Gipsy Moth" belonging to Airwork, Ltd., was taken at Hanworth, by the light of a Chance Brothers floodlight.
HESTON AIR PARK: One of the lock-up garages which contains 20 lock-ups. The machine is the Airwork, Ltd., Gipsy-Moth, fitted with Handley Page slots.
WHILE PARENTS SLEEP: Mr. R. Douglas (from the cast of "The 10-min. Alibi") receiving instruction from the Stage and Screen Aero Club's Hon. Instructor, Mr. J. Raglan (from "While Parents Sleep").
These views mark the arrival of Mrs. Hylton Cleaver and Capt. Donald Drew in the former's Gipsy-Moth at Rutbah Wells on April 4 last, during their tour to India. Behind Mrs. Cleaver in the top picture is the Imperial Airways D.H. "Hercules" (Bristol "Jupiters") "City of Jerusalem" refuelling during the first eastbound Indian Air Mail flight.
AN ANGLO-FRENCH ENTENTE AT BERLIN: In the foreground. Lady Bailey's Gipsy-"Moth," and in front of that M. Finat's Caudron monoplane. The latter is fitted with Renault engine.
AT HATFIELD: In the foreground Mr. A. Irwin is getting into a "Moth" of the R.A.F. Reserve Flying Club, and on the left can be seen the nose of another "Moth" belonging to the Stage and Screen Aero Club.
AIRCRAFT IN THE KING'S CUP: D.H. "Moth G" (85-h.p. "Gipsy")
PROGRESS: Three generations of Moths at Haldon. The standard Gipsy Moth (left). The Coupe Moth (right) and Puss Moth (centre).
G-AAJO warming up and preparing to depart for Rangoon. The last recorded owner of the Moth was Heston-based Stanley G. White. He acquired it on August 27, 1934 and flew it to Australia that November, where he had it re-registered ZK-ADT and named Huia.
One of the new Clarke Chapman floodlights at Newcastle municipal airport. This company has equipped the airport with three floodlights, neon beacon, illuminated wind tee, twenty-five boundary lights, full obstruction lighting, and remote lighting control
A trio of Metal "Moths" (Cirrus) for National Flying Services. They are finished in the N.F.S. colours - orange and black.
The Prince of Wales' first machine - a "Gipsy Moth" which he acquired in October, 1929.
Capt. Broad, entertaining the Japanese delegates at Hanworth with a polished aerobatic display.
Demonstrative: This "Gipsy-Moth," arranged as a single-seater, will be used by Capt. Broad for giving displays at meetings, etc. The machine can be identified by the red-top fuselage and the registration letters G-AALT.
WINNER: Mr. Downes-Shaw with the cup he won at Haldon. The A.A., as usual, assist in preparing his machine.
G-AAMX of John Parkhouse, underlines three generations of Moth ownership by the Parkhouse family. Son, Nick, flew G-ANOH at Woburn and John's late father, Wng. Cdr R. J. Parkhouse, operated the Haldon based de Havilland outlet pre-WWII.
R. John Parkhouse’s newly-completed D.H.60GM Moth G-AAMX at Woburn on the weekend of August 15-16, 1987.
PERSONALITIES AND PETROL AT GRAVESEND: The aeroplane in this photograph, seen standing in front of the big hangar (erected by A. and A. J. Law, Ltd.) at Gravesend Airport, is the metal Moth which Miss Jean Batten flew to Australia, and which now belongs tor Mr. Michael Sassoon, who keeps it at Gravesend. It is being refuelled from a T.B. 250-gallon portable unit which Airworthiness, Ltd., have found " to prove worth its weight in gold." In the left foreground are Mr. Garnon, the local Esso representative and Mr. H. C. Brown, manager of Airworthiness Ltd. The Airworthiness workshops are stated to be very busy, while the students of the Company's engineering school are now designing an aeroplane of their own.
Miss Jean Batten flying over Brooklands in her "Moth."
A souvenir postcard of Oscar Garden flying his de Havilland D.H.60M Moth, G-AASA, named Kia Ora, over Melbourne, after his epic flight from the UK to Australia in 1930.
Kia Ora and its owner in New Zealand in late 1930. Garden acquired the Moth from keen aviator Harry Gordon Selfridge Jr, who went on to own a Comper Swift and a de Havilland Puss Moth.
The reluctant pioneer - Garden had no ambition to become a standard-bearer for long-distance aviation achievements, but merely wanted to get his machine back to the Antipodes while accumulating flying hours to go towards the 100 hr of flying time required for a commercial pilot’s licence.
The author’s father in Kia Ora before setting off on his remarkable 12,000-mile flight from Croydon to Sydney. Note the spare propeller carefully wrapped up and lashed to the side of the fuselage. Garden evidently had a great deal of faith in the Moth, as he took very few spares and tools along.
Garden’s arrival at Mascot on November 7 after his final 1,100-mile leg from Broken Hill. The intrepid airman had sent a telegram from Broken Hill the previous day, announcing his intention to arrive in Sydney at 1500hr. True to his word he arrived overhead the city at the appointed hour, to be greeted by a sizeable crowd.
Oscar and a passenger beside Kia Ora at Rotorua in 1931. Garden’s pleasure-flying business in New Zealand thrived, but in mid-1931 he returned to the UK to undertake further training. He attended Air Service Training at Hamble in the summer of 1931, winning the blind-flying trophy for that year, before joining John Tranum’s flying circus to work extensively in Africa and the Middle East.
Gipsy-engined D.H.60M Moth G-AASA in New Zealand in late 1930 or early 1931. The aircraft had originally been registered in the UK on November 9, 1929. Following the England-Australia flight it was transported by ship to New Zealand.
Kia Ora at the new de Havilland plant at Mascot airfield in Sydney in late 1930, the company having moved operations from Melbourne earlier in the year. Garden ’s flight was naturally a fine advertisement for the Moth’s dependability and ruggedness.
An extremely rare unused souvenir flight ticket for Garden’s pleasure-flying activities during 1931. Flights were very popular, passengers ranging from children to 75-year-old grandmothers.
Kia Ora at an airfield in New Zealand after it had been transported by ship across the Tasman Sea. The Moth retained its UK registration until March 1931, when it was put on the New Zealand civil register as ZK-ACK. The following May it was sold to a new owner, Mr T.Mullen of Hamilton in the North Island, who sold it to Mr M.Scott, also of Hamilton, in May 1933. Four months later it moved on to the Auckland Aero Club, which flew it until December 1937, when it was sold to the Waikato Aero Club. It went on to be impressed into RNZAF service in 1939 as NZ510; it served with No 2 EFTS at New Plymouth before being used as an instructional airframe by Whangarei Air Training Corps from 1941. It was eventually broken up at Hobsonville in June 1946.
FOR REPAIR AND MAINTENANCE: The well-equipped workshops at Hanworth (now under the charge of Capt. E. D. Ayre) have been increasingly busy lately overhauling aircraft for C's. of A. and on general repair work.
G-AAOB - Blackburn Bluebird IV; G-AASG - DH.60G Gipsy Moth
THE BRITISH REPRESENTATIVES: So far all the British Competitors have been doing well in the Circuit of Europe. Here they are shown during their stay at Heston: 6, Mr. A. S. Butler away again (Gipsy Moth).
Will this sight become common? A D.H. Gipsy Moth filling up at a Shell pump in a Jersey street. Jersey has no landing ground, so F./O. D. V. Ivan landed on the beach between First Tower and Millbrook, then folded the wings and brought the machine to a local garage, where he had it refuelled from a Shell pump, Aeroplanes do not attract much attention today, but judging from the crowd that gathered about the machine whilst refuelling, the novelty of fuelling a machine in the same way as cars are fuelled aroused considerable local interest.
ON THE STARTING LINE, SATURDAY: In the foreground, Miss Spooner's "Moth," and beyond that, the Blackburn B.2, Lord Douglas-Hamilton's "Moth" and Mr. Runciman's "Puss Moth."
EQUAL TO THE BEST OF THEM: Miss Winifred Spooner gets into her "Moth."
A GRAND NATIONAL AVIATION DASH: The Premier, Mr. Ramsay MacDonald, leaving Seaham for London in a "Moth," with a 6,000 majority in his pocket. In spite of the heavy load the machine made good progress.
AN ECHO OF THE COURTAULD RESCUE: One of the D.H. "Moths" of the British Arctic Air Expedition fitted with skies, which attempted to reach Mr. Courtauld when he was stranded on the Greenland ice gap. The Esquimoes, who had never before seen an aeroplane, are helping to refuel the machine before it set out on its unsuccessful attempt.
An Aerial view taken just as the Prince of Wales stepped out of his Puss Moth. His second machine brought one of his equerries. The Band of H.M. Grenadier Guards can be seen on the roof of the Club House.
G-AAYR - Avro Six; G-ABNN, G-ABFY, G-ABDH - D.H. Puss Moth; G-ABAD, G-AAVY - D.H. Gipsy Moth; G-ABHR - Spartan Arrow
LONDON'S NEWEST AIRPORT: A Monospar and two "Moths" arriving above the recently opened aerodrome and seaplane base at Gravesend.
Hanworth House and grounds forming a background to Gipsy Moth G-ABAF in the orange, black and silver livery of National Flying Services Ltd., 1930
BEDFORD: The line up of demonstration machines, showing Metal Moth (Gipsy I), Puss Moth (Gipsy III). Desoutter II (Gipsy III), Moth (Cirrus III), Avian (Hermes), Autogiro (Genet Major).
FROM BARNSTAPLE: Some members of the recently-formed Barnstaple and North Devon Flying Club. Included in the group are R. T. Boyd, founder of the Club, and T. W. J. Nash, A.F.M., pilot.
The Prince of Wales' D.H.60M Moth G-ABDB, acquired during 1930. In August 1935 this Moth was sold in Norway to become LN-BAU.
Paperwork had to be hurried through to enable G-ABDX attend the rally.
K. J. Mitchell's first solo flight was made in D.H.60X Moth G-ABEK, on July 1, 1934 from Eastleigh. Later that month he obtained his Private Pilot’s Licence (No 7078) and continued to fly with the Hampshire Aeroplane Club.
EN ROUTE FOR PERSIA: Mrs. Edwin Montague sets out for Persia in her Gipsy Moth, piloted by Mr. Rupert Belville. On the right, some friends, including Lady Diana Cooper, bid the travellers good-bye.
Mr. Scott's De Havilland "Moth," with "Gipsy II" engine, which made its first trials early in March. It had special fuel tanks, having a capacity of 101 gals.
Mr. C. W. A. Scott, who flew to Australia in 9 1/2 days, has served in the R.A.F., and as pilot with Q.A.N.T.A.S., in Australia.
Mr. E. H. Alliot, a Brooklands instructor, demonstrating to pupils with a model of the aerodrome he has built to indicate the best directions for taking off and landing.
EASE OF INGRESS AND EGRESS: Larger doors have been fitted to the Moth Trainer, so that in emergency both occupants can get clear with their parachutes.
THE MOTH TRAINER: A side view of this machine. By taking the exhaust pipe down in front, the port side of the fuselage is left unencumbered, and it is possible for the occupants to get in and out on either side.
FOR OFFENSIVE DUTY: Four 20 lb. bombs suspended below the fuselage. This illustration also shows the new exhaust pipe arrangement of the Moth Trainer.
NO WIRES IN THE WAY: This illustration shows how the shifting of the lift wire attachments to the front has made it possible for the occupant to escape by parachute in case of emergency.
THE MOTH TRAINER: In this three-quarter rear view may be seen the camera gun mounted on the port side of the fuselage, and the sight placed above the deck fairing.
THE D.H. T.S. "MOTH": Students of the de Havilland Technical School and the "Gipsy Moth" which they have constructed at Stag Lane. We understand they intend to form a club and fly this machine at Hatfield.
Bristol airport is an example of club and municipal co-operation. This snap shows the clubhouse, passenger station (in course of erection) and Airwork service hangar.
FALLING SAFELY: Mr. Raymond Quilter, who makes the "G-Q" parachute, especially designed for private owners, is here seen making a drop for test purposes, from one of the Brooklands Flying School "Moths." Note the left hand raised to adjust his goggles and the position of the body which will allow the chute to clear the legs.
WEST INDIAN PRIVATE OWNER: Our illustrations show Mr. Michael Cipriani (right) of Trinidad, who claims to be the only private owner in the West Indies, and (left) his D.H. "Moth."
THE "HIGH" COMMISSIONER: Maj. Gen. James H. MacBrien, Commissioner of Royal Canadian Mounted Police, who employs aircraft to some considerable extent in his duties.
A "Moth" with very appropriate registration letters at the D.H. works at Toronto
AT VINCENNES: The machine is the familiar "Moth" (with "Gipsy" engine), for which the Morane-Saulnier firm has acquired the French rights.
The Morane Saulnier Moth (85 h.p. Gipsy), of which there were five.
The very last of the open D.H. "Moths" - destined for the Austrian Aero Club.
Although unconfirmed, it is likely that this is de Havilland D.H.60M OO-AKM, co-owned by Albert and Maurice de Limelette and one of only two Moths registered in Belgium at the time of the second rally. Maurice flew Col Baron Wahis (Chairman of the CAB, seen here on the left) to the airfield, hence the likelihood of it being ’AKM.
A SPANISH "MOTH": The machine nearest tne camera js that of the Archduke of Hapsburg-Bourbon. Note the spare propeller tied oa the side of the fuselage.
ENGINE-STARTING: Swinging the propeller of the Archduke Hapsburg-Bourbon's Gipsy-Moth.
A classic engine in a classic aeroplane - the de Havilland Gipsy in a D.H.60 Moth. The air-cooled four-cylinder in-line Gipsy was pre-eminent in British light aviation between the wars and provided the foundation for development of the Gipsy Queen, still serving today.
BACK IN RECORD TIME: Mr. Scott's Gipsy Moth was a great centre of attraction at Hanworth, whither he flew it from Brooklands.
THE END OF A STRENUOUS FLIGHT: Mr. Mollison arrives at Croydon on his Gipsy-Moth after flying from Australia to England in 8 days 19 hours 25 minutes.
AROUND AUSTRALIA BY AIR: Mrs. H. B. Bonney, who flew round Australia last September, in flight over Essendon, Victoria.
The N.S.W. Club's fleet in front of the hangar at Mascot.
THE SKY PILOT: A "Gipsy Moth," Sky Pilot, which has been put into use in mission work on the Roper River, Northern Australia, by the Rev. K. Langford Smith (in rear cockpit). The photo was taken from a Shell "Moth" after taking off from Essendon for its new field of operations.
SEEN FROM A "SHELL" AEROPLANE: The winner of the Mildura (Victoria) Aerial Derby, Australia. The pilot of the Victoria Aero Club "Moth" is Mr. H. Hughes.
The D.H.60G Moth VH-UKV has been in Australia since 1929 and is now restored in its original colours. It operated for a time with the RAAF as A7-79.
A LADY OWNER IN AUSTRALIA: Lady Somers, the wife of the Victorian State Governor, is now the owner of the above Gipsy Moth. She took her "A" licence in England, and is said to be the first woman in the Commonwealth to own her own machine.
DE HAVILLAND AIRCRAFT IN AUSTRALIA: Some of the Q.A.N.T.A.S. company's fleet - (left to right) "Moth" (Cirrus III); "Moth" (Gipsy); "Puss Moth"; D.H.61 (Bristol Jupiter XI F); D.H.50 "Giant Moth" (450 Jupiter VI).
(Left) Mr. C. O. Powis, Managing Director of Phillips-Powis, Ltd., Reading and (right) Mr. H. W. Sear with his new Moth (Gipsy III) which he is flying back to Kenya.
"GIPSY-MOTHS" FOR UNION AIR MAIL: The Union of South Africa Airways are making use of the "Moth," and above is a batch of machines lined up at Cape Town, ready to fly to Port Elizabeth
The "Moth" and the "Dove": The D.H. "Gipsy Moth,'' and above it the early Rumpler Taube (Dove).
THE PRETTIEST MACHINE IN THE SHOW: The D.H. " Gipsy-Moth" is generally admired for its good lines. Unfortunately, the floats, skis, etc., surrounding it rather detract from its appearance.
THE DE HAVILLAND "MOTH": Used for various purposes by the R.A.F., the "Moth," in its service versions, is fitted variously with the D.H. "Gipsy" and the Siddeley "Genet" engines.
THE PRINCE'S MOTH: As previously reported in "Flight," H.R.H. the Prince of Wales has acquired a D-H. "Gipsy Moth" for his personal use. We show above a photo of this machine - G-AALG.
A FLYING BUSINESS MANAGER: Mr. F. L. N. St. Barbe, of the De Havilland Aircraft Co., is likely to be a frequent visitor to the various meetings this summer in his new Gipsy-Moth single-seater. The machine is easily identified by its yellow fuselage and the registration letters G-AAFI.
FROM KUALA LUMPUR: Mr. J. R. Hibert warms up his "Gipsy" engine prior to his departure from the Kuala Lumpur Flying Club's aerodrome for Singapore during his recent flight from Heston to Australia.
To delight the eyes of an older generation a circa 1929, Chicago-based, de Havilland D.H.60G Gipsy Moth (N939M). At least two other Gipsy Moths are registered in the U.S.A. - N1510V belonging to Paul Mantz and N916M (built at Stag Lane in 1929) owned by Hank Coffin. The latter "stars" in the recent air-racing film, "The Tarnished Angels". The Gipsy Moth is powered by a contemporary 98-h.p. D.H. Gipsy inverted in-line.
De Havilland Cirrus Moth.
ANOTHER WINNER: The D.H. "Gipsy Moth" of Louis Weber, Director of Geneva Airport, who won the George Dreyfus Speed Race.
M. Edward Bret's "Gipsy Moth" on which he won the Zenith Cup.
Mr. J. Grierson, "Moth" (Gipsy I), arrives at Heston, second, in still heavier rain.
WINNER: The "Gipsy Moth" in which the Hon. R. Westenra gained first place at a speed of 118.75 m.p.h.
THE WINNER: Count de Rouvre's Morane "Moth" ("Gipsy") on which he won the Dunlop Cup Tour of France. The Count (in plus "quatres") is handing over his log.
A WEST INDIAN FLIGHT: Mr. Cipriani's "Hermes"-engined "Moth" at St. Vincent, after a flight from Trinidad.
THE BRITISH REPRESENTATIVES: So far all the British Competitors have been doing well in the Circuit of Europe. Here they are shown during their stay at Heston: 2, Miss Spooner has her log book signed (Gipsy Moth).
The "Gipsy Moth" and "Puss Moth" lent by Mr. W. L. Everard to the A.L.Q. for their demonstration.
THE BRITISH REPRESENTATIVES: So far all the British Competitors have been doing well in the Circuit of Europe. Here they are shown during their stay at Heston: 1, Captain Broad arriving (Gipsy Moth).
AT THE ATHENS AERO SHOW: The de Havilland "Gipsy Moth" which was one of the British exhibits at the recent International Aero Show at Athens.
"Moths" of the Aero Club du Katanga outside the hangars at Elisabethville, in the Belgian Congo.
Hanworth Club now provides an alternative to flying, so that their members may use the aerodrome in spite of the fog!
FRANCO-BRITISH COUSINS: The French (Morane) and British "Moths" photographed side by side at the recent Orly Meeting.
The London Club in review order.
THE "GIPSY MOTH" IN CANADA: A fleet of de Havilland "Gipsy Moth" aircrafts used by Nos. 1 and 2 Training Squadron, R.C.A.F., Camp Borden, taken on the occasion of their annual Display at the Canadian National Exhibition, Toronto, September 30, 1930.
MOTHS IN CHINA: A dozen Gipsy Moths recently erected, tested and demonstrated at Mukden Aerodrome by Capt. Swoffer of Arnhold &. Co., Ltd., De Havilland agents in China. Arnholds have supplied nearly 100 Moths to China in three years.
FROM ANCIENT TO ULTRA-MODERN: The Midland Club takes "official" delivery of its new "Moth Majors" and hands over the historic "Cirrus Moths." "LT," with wings folded, is probably the oldest "Moth" in the country.
EMPIRE AIR DAY, celebrated last Saturday at ninety-odd aerodromes throughout the country, was an unqualified success that must have surprised even the sponsors, the Air League of the British Empire. This scene, typical of many, was at Hendon, and gives an idea of the intense public interest. The machine in the foreground is a "Moth" of No. 24 (Communications) Squadron.
READY TO START: Some of the Morane Saulnier Moths (85 h.p. Gipsy) line up for the start of the Tour of France at Orly.
THE KUALA LUMPUR FLYING CLUB: Our picture shows the recently erected Club hangar with three of the Club "Moths," together with another "Moth" and Comper "Swift," privately owned respectively by Dr. (Miss) Robertson and Mr. Birch, both members of the Club.
The N.F.S. Fleet at Hanworth.
Capt. Grrido Verio and Capt. Infante Penax leaving for Madrid with Moths for the Royal Spanish Air Force.
FOR SMOOTH LANDINGS: A "Moth" (Gipsy) belonging to Eastern Air Transport, Ltd., which is used at the Skegness Aero Club. This firm know the damage which pupils may cause an aircraft by heavy landings and they have therefore wisely obviated this as far as possible by fitting Goodyear Airwheels.
A RADIO RESEARCH MACHINE: Mr. Vincent de Ferranti leaving the Hollinwood works of his firm in their D.H. Moth (Gipsy).
D.H. "Moth" ("Gipsy I" ) two seater.
A D.H.60G Gipsy Moth in the distinctive red-and-black colours of the Brooklands School of Flying. Interestingly, Garden alleged that he went to Brooklands to see about learning to fly there, but found the instructors somewhat the worse for drink - perhaps he mistook the instructors’ high spirits for spirits of a different kind.
SCENES AT THE START: 3 - Miss Brown's Avian "Jerry" is nearest the camera (this is of course her new machine and not the one she won on last year), with Lord Douglas Hamilton's Moth just behind.
A VARIED FLEET: Joyriders at Stag Lane on Sunday had the choice of a range of machines, from a "Moth" to an "Argosy." The "Moth" on the right of the picture brought Col. J. C. Fitzmaurice as a visitor during the afternoon.
WAITING FOR THE START: Morane "Moth" (85 "Gipsy");
"FORTY MINUTES": Some of the Competitors - Nos. 21 (Widgeon III Genet II), 20 (D.H.Moth Gipsy I), 18 (Widgeon III Gipsy I) and 14 (Spartan Hermes II) - refuelling at Heston on the first lap.
PETROL TEST AT THE ORLY MEETING: (5) German and English competitors ready to start - the Junkers A.50 (Genets) and two Gipsy-Moths.
PETROL TEST AT THE ORLY MEETING: (3) Two of the Junkers A.50's fitted with Genet engines, and Capt. Broad's Gipsy-Moth.
FLYING EXTRAORDINARY: Flight Lieut. Armour giving an exhibition of crazy flying one wheel on the ground, and a wing tip dragging through the grass.
SEEN AT HESTON: Miss Amy Johnson takes off in "Jason III."
ON "DOUGHNUTS": The above 1931 model Moth is fitted with Dunlop medium low-pressure tyres, and not the Goodyear low-pressure tyre and hub combination, as we were misinformed last week. Dunlop tyres and wheels are, of course, fitted as standard on all Moths.
BOMBING AN AUSTIN SEVEN: Sqdr. Ldr. F. O. Soden on the Gipsy-Moth bombing the Austin Seven with flour bags at the Lympne meeting.
"BOMBING A SLIGHTLY BIGGER BABY": Capt. Wilson, the "Daily Mail" pilot, gave a demonstration at Norwich of bombing a car - in this case an Alvis.
Capt. Neville Stack in a familiar attitude in the A.D.C. Co's "Cirrus-Moth" at Sywell Aerodrome
CRAZY FLYING - SLOTTED AND OTHERWISE: Capt. Stack also did some "loopy" flying, without the aid of slots, on the D.H. "Moth" (A.D.C.)
A Nieuport Scout of the Siamese Air Force at Don Muang. The spiral marking on the fuselage is the Siamese numeral 1. Nieuports remained in service as trainers until about 1933. At the top of the picture de Havilland D.H.60G Gipsy Moth G-AAJO arrives overhead.
HANWORTH CLUB: The central N.F.S. Workshop, together with the "Grange," where the head office is now housed, can be seen on the far side of the aerodrome behind the tail of the club Moth (Cirrus III). The wonderful old club-house, with its well-kept lawns and gardens, is best seen from the air.
THE GIPSY MOTH IN FRANCE: The machine at the top of our illustration is the Gipsy Moth belonging to the Comte de Beauregard, a prominent French Private Owner, while the lower machine is M. Eloff's Gipsy Coupe Moth. Both 'planes are flying over the little Village of Toussus-le-Noble, near the Farman Aerodrome.
The Caudron and the Moth in close company. Note Mr. Waller's perch at the extreme rear of the nacelle.
The Leicestershire Club in formation.
Three of the Club Moths which escorted Sir Frederick Sykes from Government House to Juhu Air Park
THEIR LAST APPEARANCE: The N.F.S. Circus, who will not be performing again.
Above, the N.F.S. Heavenly Triplets, Schofield, Wilson and MacKenzie, are seen formating in "Moths."
CANNES: A formation of Moths, flown by Capt. de Havilland (Puss Moth) Major Cordes, Comte de Beauregard, Mr. Edouard Bret giving a display along the sea front by the Palm Beach Casino. Mr. Bret is the son of the owner of the Hotel des Anglais, who is always ready to welcome English private owners and arrange aerodrome accommodation.
Flight Aerobatics: Five Gipsy Moths, flown by instructors from the C.F.S., getting ready to fly in formation. The leader (Chick) is seen half-rolling into the inverted position.
On right: Gipsy Moths from C.F.S. getting into line astern, inverted.
BROTHERLY LOVE: The London Club indulge in a little "formating."
A FORMATION OF AIRCRAFT TYPES USED FOR INSTRUCTION AT THE CENTRAL FLYING SCHOOL: From left to right, Gamecock, Atlas, Moth, III.F, Avro-Lynx, Siskin and Bulldog.
A MIXED GRILL: A formation of seven different types over Wittering, viz., "Gamecock," "Atlas," "Moth," "Fairey III F," "Avro-Lynx," "Siskin," and "Bulldog."
ORGANISATION: A unique view of Sir Alan flying a "Moth," taken from the cabin window of the "Clive" during the formation flight which was arranged over London on Saturday, October 7, to celebrate the successful conclusion of the National Aviation Day Display Crusade.
The summit of Mount Kenya taken at 17,040 ft. by Mr. Tuckett from his Moth (Gipsy I).
A formation flight over Stag Lane in "Moths" of the London Aeroplane Club by members of the British Aviation Insurance Co.
The five "Moths" of the Display Flight in abnormal flying position.
THE DISPLAY FLIGHT ALL FLYING NORMALLY: Tyrannous authority forbids them to stay like this for more than five minutes.
FORMATION FLYING BY CENTRAL FLYING SCHOOL INSTRUCTORS: THESE "GIPSY-MOTHS" WILL BE SEEN AT THE DISPLAY. IN THE LOWER PHOTOGRAPH THE LEADER IS INVERTED, WHILE THE OTHER MACHINES ARE "RIGHT WAY UP." IN THE UPPER PICTURE ALL THE MACHINES ARE INVERTED.
THE C.F.S. DISPLAY FLIGHT: The leader (with streamer) is in his normal flying position; the rest are showing that they can fly upside up.
"HERE WE GO ROUND...": The five "Moths" form a circle, still in normal flying position.
THIS SIDE UP WITH CARE. "MOTHS" OF THE CENTRAL FLYING SCHOOL.
LINE ASTERN: Five "Moths" flown by C.F.S. instructors upside down. They seem to regard this position as quite normal.
THE WORMSEYE VIEW: Capt. Schofield inverts!
Flt.-Lt. Schofield aerobatting. His manoeuvres had more of the daintiness and grace of a butterfly than of the somewhat crashing flight of a moth.
Flt.-Lt. Eaton leaving Essenden for N'hill
AT THE ROTTERDAM LIGHT 'PLANE MEETING: The take-off and landing competition. 2. Mr. Gordes landing over the obstacle.
Mr. Pashley, in the Moth, is above the Law.
"OVER THE TAPE" AT ROTTERDAM: One of styles in the take-off tests - Mr. Carberry in his "Gipsy-Moth."
A FLAT TURN: A "Moth" shows how not to turn near an enclosure.
GETTING THEM DOWN AT WAALHAVEN: Various styles of landing over the tape are shown. 9. Lady Bailey on "Gipsy-Moth."
"OVER THE TAPE": Miss Spooner, in her Gipsy-Moth, clears the obstacle in the Technical Tests.
TAKING OFF AT ORLY: (2) The Gipsy-Moth flown by Capt. H. Broad.
THE LADIES!: (1) Miss W. E. Spooner starts on her "Gipsy Moth"
"ARAB ATTACK": Dr. J. Sleigh down in the "desert" with his "Bluebird," menaced by the "Arabs." Flt. Lieut. T. Rose dives to his assistance in the Gipsy-Moth (left), then two Blackburn "Bluebirds" ("Genets") come to complete the defeat of the "enemy."
SUCCESSFUL COMPETITORS IN THE 1928 ORLY MEETING: Herr R. Lusser (left) won with 1,691 points on the Klemm (Salmson) machine shown above him. Capt. E. W. Percival (centre) was second with 1,606 points on the Avro "Avian" (Cirrus Mk. III) (above); and Capt. H. Broad (right) third with 1,581 points on the Gipsy-Moth (above).
The Gipsy-Moth in which Vicomte de Sibour and his wife are now attempting a world's flight. On the right it is seen over Stag Lane Aerodrome, Edgware, leaving for the first stage to Paris on September 14.
Lady Heath's Gipsy-Moth at Fayetteville at dawn during the flight from New York to Miami. The other machine is a three-engined Ford monoplane.
The Northampton Club finishing their demonstration of formation flying with a neatly executed "Prince of Wales Feathers." In the foreground are two of the latest D.H. demonstration machines, a Puss-Moth and a metal Moth.
These illustrations mark the occasion, at Stag Lane, of the christening, on April 27, of a "Gipsy-Moth," thought to be the first British aircraft supplied to Yugo-Slavia. The ceremony on the left was performed by Mrs. Banatz, wife of the director of the Yugo-Slav Lloyd Steamship Line. In the group on the right is (left to right): Mr. T. G. Mapplebeck, owner of the machine "Miss Dalmacija"; Mrs. Banatz and F. O. J. G. D. Armour, who is piloting it to Yugo-Slavia accompanied by the owner. Above is Col. P. Karovitch, Yugo-Slav Consul in London, who was taken for a flight in a "Gipsy-Moth."
STAG LANE CHRISTENING CEREMONY: The wife of the Marquis de Casa Maury christening his Coupe Gipsy-Moth at Stag Lane Aerodrome on May 25. The name bestowed on it is "Toi et Moi." In the top group of interested spectators are (left) Mr. O. W, H. Cooke, and (behind the splash) Mr. Ballantyne and Capt. H. Broad, all of the De Havilland Aircraft Co., Ltd. In the lower picture the Roman Catholic priest is seen blessing the machine, with the Marquis de Casa Maury beside him. The Marquis, who has recently learned to fly at the De Havilland Flying School, is the well-known racing motorist, and managing director of Bentley Motors, Ltd.
A "MOTH" IN LUCKNOW: His Excellency Sir Malcolm Hailey, the Governor of the United Provinces, naming a "Moth" presented to the Delhi and U.P. Flying Club, Lucknow Centre, by the Raja of Nanpara.
THE FOLDING TEST AT ORLY: (3) Miss Winifred Spooner's Gypsy Moth essaying the test with ease
The Novelty Race :- Good team work by the winning crew.
A Morane-Saulnier built Gipsy-Moth.
SOLD AT THE BUENOS AIRES EXHIBITION: A Gipsy Moth being towed to the aerodrome, from which it was flown to the Moron aerodrome by the de Havilland representative, Mr. Ballantyne (seen in the back of car), there to be handed over to the purchaser.
One of the new pits being used to replenish the fuel supply of a Moth
IN SEARCH OF THE LOST OASIS: Refuelling Sir Robert Clayton East's "Moth" with "Shell" in the desert, some 150 km. north of Owenat.
Refuelling Gipsy Moth G-ABXT at Wynberg, Cape Town, April 23, 1933.
PETROL FROM COAL: Our illustrations mark the occasion at Stag Lane Aerodrome, Edgware, on February 22, of the first official demonstration of running aero-engines on petrol obtained from coal. Miss Winifred Spooner, the private-owner, is seen discussing the fuel tests she made with her Gipsy-Moth (on the right) with Lord Thomson, who was Air Minister in the Labour Government. An Armstrong-Siddeley "Jaguar," in a D.H.9.J. training machine, was also run up successfully with "coaline," as the new fuel is called.
Major Travers, Chief Instructor of the London Club, evidently cheered by his Club's progress.
GIPSY-MOTHS FOR CHILI: Capt. Montecino, a Chilian Pilot, who has been testing sixty-four Gipsy-Moths at Stag Lane Aerodrome, Edgware which were ordered from the De Havilland Aircraft Co. by the Chilian Government.
Miss Winifred Spooner, the private owner, who beat Flying Officer Atcherley in the Impromptu Scratch Race with her Gipsy-Moth.
THE LADIES!: Miss W. E. Spooner arrives home fifth, but smiling.
THE LATEST IN FLYING FASHIONS: Mrs. Eric Lovell, one of the D.H. Flying School pupils, caught by our photographer at Stag Lane Aerodrome last Saturday. Mrs. Lovell disabuses, most thoroughly, the general idea that women when flying must look unattractive, and cannot wear dainty clothes. Could anything be more becoming than her fur-trimmed flying suit with its lightning fasteners and fur-lined helmet to match? She has, moreover, proved that daintiness can go hand in hand with ability, by going solo in 14 hours.
LAUNCHING OF THE CLUB'S FIRST MACHINE: Mrs. Leckie beside the Club's D.H. "Moth." The shield has the colours of the Royal Air Force.
THE BRITISH REPRESENTATIVES: So far all the British Competitors have been doing well in the Circuit of Europe. Here they are shown during their stay at Heston: 7, Lady Bailey (Gipsy Moth).
Miss Amy Johnson, of Hull, who left Croydon on May 5 for Australia, piloting a D.H. "Gipsy-Moth." Miss Johnson, who is the only woman to hold an Air Ministry ground engineer's licence, hopes to beat Bert Hinkler's record of 15 1/2 days for the journey.
IRELAND'S FIRST WOMAN PILOT: Miss Shamrock Trench, who obtained her "A" licence at the Irish Aero Club on the Club's "Moth" at Baldonnel Aerodrome.
The Hon. Mrs. Victor Bruce in her "Gipsy Moth."
The Duchess of Bedford in the cockpit of her Gipsy Moth.
WELL TRIED! Miss F. J. Crossley, who gallantly piloted her Moth over the full 982-5 mile course of King's Cup Race, and was the only women competitor to finish.
Miss E. I. (Susan) Slade, to whom aviation is a pastime and a profession, for she is the private owner-pilot of a D.H. "Moth," and also holds the position of secretary to Airwork, Ltd., of Heston Air Park.
Mrs. Bonney, who recently flew from Australia and Visited the display in her "Moth."
The only lady competitors, Miss Mabel and Miss Sheila Glass - the former in the cockpit of their Gipsy Moth. With very small flying experience they managed to get through to the Isle of Man in weather which occasionally frightened the most hard-boiled of pilots.
The Novelty Race :- Smiles of Victory;
END OF A WORLD TOUR. - Vicomte and Vicomtesse de Sibour welcomed back at Stag Lane last Friday by Capt. G. de Havilland after their world's aerial tour of 33,000 miles in the Gipsy-Moth.
Mr. Skorzewski in a "Moth" ("Gipsy I") was the actual winner of the arrival competition, and he is here seen receiving the Cup from Col. Shelmerdine, the Director of Civil Aviation.
A HELPFUL LEAD: The Mayor of Hythe (Capt. Few) leading the fly-past in one of the Club "Moths" piloted by Capt. D. Davis.
Another arrival at Heston was M. Frederic Jamar, who, as can be seen from the illustration, hails from the Belgian Congo.
Mr. G. Baillie, the third arrival. His "Moth" (Gipsy I) was fitted with a Standard wireless set by means of which he was able to get the weather reports broadcast from Heston during the race.
Mr. Turnbull, the winner of the Grosvenor Cup
Lt.-Cdr. C. W. Phillips, R.N. (retd.), who won the Grosvenor Trophy in Mr. Lindsay Everard's "Moth" ("Gipsy III."). The engine is historical, as it is the one which the late Miss Winifred Spooner purchased for her Breda machine for competitions in Europe.
Mr. Ken Waller prepares to take up Mr. Gwynne Johns (who should have been glad of his parachute in this position, which he retained until the jump);
AT MOUSEHOLD: Lord Malcolm Douglas-Hamilton getting ready to leave.
Mr. Roy Tuckett is on the left, while alongside him is an official of the Port Elizabeth Club where Mr. Tuckett originally learnt to fly. The Goodyear air wheels which originally went out to Africa for Mr. John Carberry's Moth should be noted.
OFF TO AUSTRALIA: Mr. A. E. Lawson, Engineer of the Vacuum Oil Co., saying good-bye to Mr. Richard Allen, who set out on August 3 from Heston in a "Moth" (Gipsy I) on a leisurely flight to Australia. This machine, appropriately enough, bears the registration letters G-AAUS.
Mr. Griffith Brewer in front of his new Moth (Gipsy I).
LOOKING BACK: This picture of J . A. Mollison - who has just been presented with the Johnston Memorial Trophy - was taken just before he started on one of his early record flights on his "Gipsy Moth."
Service. Flt.-Lt. T. Rose, a Pratts' representative, with his Moth (Cirrus III).
Mr. John Scott-Taggart (left) welcomed by Capt. Strub, Provincial President of the Swiss Aero Club, on his arrival at Lausanne from Stag Lane in his Gipsy-Moth. This was his first cross-country solo-flight.
"SIR CHARLES WAKEFIELD": The D.H. Moth presented to the Bombay Flying Club by Lord Wakefield. In front of the machine are Mr. J. A. Brown (left), of C. C. Wakefield and Co., Ltd., and Mr. W. Scott King, the Club's Engineer.
A BELGIAN PRIVATE OWNER: M. Gaston Roelandts and his D.H. "Moth" pays a flying visit to his grandmother, the dowager Baronne Ewen-Coppee, at Chateau de Roumont, Belgian Ardennes.
H.R.H. Prince Bertil (left) and H.R.H. Prince Carl Johan, sons of the King of Sweden, at Stag Lane Aerodrome recently. They inspected the De Havilland Aircraft Co., Ltd., works and were taken for flights by Capt. A. S. White in the Gipsy-Moth.
Mrs. A. S. Cleaver and Capt. Donald Drew, on their arrival at Croydon, after flying 12,000 miles to Karachi and back in the former's Gipsy-Moth.
Sir Samuel Hoare (centre). Capt. G. de Havilland (left), and Capt. C. C. Walker, during the Air Minister's visit to the de Havilland Aircraft Co.'s works and aerodrome of Stag Lane, Edgware, on October 8. He watched the erection of a Gipsy-Moth, included a tour of the new D.H. Engine factory in his inspection, and was very impressed by the general activities of the company.
The trio in front of Moth G-AAJO consists of, left to right: senior Siamese Air Force officer Nai Chert; the Hon Mrs Victor Montague, and her copilot the Hon Rupert Bellville. The latter two had hired the Moth from its owner, the Hon Loel Guinness, for a tour of China, leaving Heston on August 18, 1932. On the port fuselage side of G-AAJO, directly below the cabane struts, was a painting of a siren or mermaid. She wore a coronet on her head and a white bow on her tail, and carried the emblem of 601 (County of London) Squadron - “The Millionaires' Mob” - in her left hand. Regrettably, reports Mr Clennell, “the Siamese did not like it very much".
A SHELL MOTH IN AUSTRALIA: F/O. Owen hands over the log books of the Shell Go.'s new Moth to the General Manager, Mr. O. Darch.
The McGill University Light Aeroplane Club have recently taken delivery of this 1931 Moth (Gipsy II). The club is affiliated to the Montreal Light Aeroplane Club whose instructor, Capt. H. Spooner, is on the left with his ground engineer, Mr. F. Hopkins, on the right. This Moth is the first aeroplane to be delivered to a University Club in Canada.
THE MORNING AFTER: On Saturday morning last, after the Cinque Ports Flying Club's annual dinner, many members gathered at the club at Lympne despite the biting cold wind. The group here is: (left to right) Mr. Ken Waller, the second instructor; Mr. Georges Seversky; Mr. W. E. Davis, the Club's manager; Miss Sandra Svenska. The background is one of the Club's "Moths" ("Gipsy I").
The first lady in India to obtain the pilot's "A" licence is Mrs. Petit, here seen with her instructor, Mr. E. D. Cummings, who is instructor to the Bombay Flying Club, which operates exclusively on D.H. "Moths."
AT THE DEAUVILLE MEETING: 1. Mr. George Seversky, the singer, about to leave for London in his "Gipsy Moth."
Capt. H. Balfour, M.C., with his D.H. "Moth X" (Cirrus Mk. II), which has the Handley-Page slotted wings. He is general manager of Metal Propellers, Ltd., of Purley Way, Croydon.
PRESENTING A "MOTH": A D.H. Moth (Gipsy) was presented to the Bombay Flying Club by Sir Charles (now Lord) Wakefield on the occasion of the Club's "At Home." Our picture was taken after the christening, and shows, from left to right, Mr. M. A. Fazalbhoy, Mr.C. M. Eastley, Mrs. F. D. Petit, Master Sykes, H.E. Sir Frederick Sykes (Governor of Bombay, who christened and handed over the machine), Sir Victor Sassoon, and the Governor's A.D.C.
PRIVATE OWNERS AT SYWELL: (1) Miss W. Spooner, with her new "Gipsy-Moth" which she handles well. (2) (left to right) Mr. G. A. R. Malcolm and Mr. R. P. Cooper, both "Gipsy-Moth" owners. (3) Mr. A. C. M. Jackaman, of the London Aeroplane Club, owner of a "Cirrus-Moth.'' (4) Mr. A. F. Wallace (left) and Mr. P. W. Hoare, owners of a "Cirrus-Moth" and "Gipsy-Moth," respectively.
THESE photographs are indicative of the widespread popularity of the de Havilland "Gipsy Moth." The photograph in the top left-hand corner shows five of these machines, of which four have been specially fitted to take large aerial cameras. These machines are to be employed for survey work by a newly formed Spanish company. The fifth "Moth" is a coupe type which belongs to the Duke of Estremera, and which is shown in flight in the inset. On the right are the Spanish crews of the five "Moths." From left to right, Dorronsoro, Pardo, the Duke of Estremera, Tortilla, Ruiz de Alda, Antonio Ansaldo, and Rein. In Norway also the "Moth" is finding favour, and the group in the lower left-hand corner shows, three Norwegian officers on a visit to Stag Lane. They are, from left to right : Lieut. Motzfelt, chief instructor of the Norwegian Army Flying School; Mr. Gunnestad and Mr. Meyer, Norwegian Army Corps Reservists. The thrills of dirt-track racing do not preclude enjoyment of flying, and recently Col. the Master of Sempill gave passenger flights at Stag Lane to two famous motor-cyclists who are now learning to fly. Our group shows, from left to right, Mr. Frank Arthur, Col. Sempill. Mr. Billy Lamont, and Capt. H. Broad.
The first student members of the College of Aeronautical Engineering Aero Club with their "Moth" (Gipsy I) aeroplane. This Club is organised and run entirely by students of the College, who are training as ground engineers, and is a serious effort by future members of the civil aviation industry to learn everything there is to know about their job. Capt. Duncan Davis and Mr. Lowdell, of Brooklands Aviation, Ltd., are in the centre of the group, by the nose of the "Moth."
SOME OTHER COMPETITORS: (5) Flight-Lieut. C. S. Staniland, on the Simmonds "Spartan" (in the air), who was "missing" after leaving Blackpool. J. D. Irving's "Gipsy Moth" in the foreground.
MR. ROY TUCKETT, who is shown on the right, together with a view of the special tank arrangements, is a member of the Port Elizabeth Light Aeroplane Club, and hopes to start out within the next few days on a trip to Capetown. He only learnt to fly within the last eighteen months, but has made careful arrangements for the journey, which he hopes to accomplish in ten days. His route will be Croydon, Lyons, Pisa, Rome, Brindisi, Athens, Sollum, Cairo, Wadi Haifa, Khartoum, Mongalla, Malakal, Kisumi, Tabora, Abercorn, Broken Hill, Bulawayo, Pretoria, and Bloemfontein. The total distance is 8,500 miles and his Gipsy-Moth, which he recently took delivery of from Phillips and Powis at Reading, has been fitted with extra tanks giving him a fuel capacity of 60 gallons. The previous record, which Mr. Tuckett hopes to break, is 13 1/2 days, made Jay Capt. P. Murdoch.
ENDURANCE: Mr. C. W. A. Scott, who flew from England to Australia in 8 days 20 hr. 47 min. in his "Gipsy Moth."
FOR AN ENGLAND - AUSTRALIA ATTEMPT: We referred the other week to an attempt shortly to be made by an Australian, Mr. C. W. A. Scott, to beat Kingsford Smith's flight to Australia. Here we show the cockpit of Mr. Scott's special metal Gipsy Moth (not Puss Moth, as previously reported) to be used on this attempt. It shows the petrol tanks, located in the fuselage and top centre section, which altogether provide a capacity of 101 gals.
MANUALLY OPERATED. - The cockpit of a D.H. "Moth," which has been specially built for Capt. Chevalier Willy Coppens, Order of St. Leopold, D.S.O., M.C., Legion d'Honneur, Belgian Air Attache in London and Paris. It will be seen from the accompanying illustration that the controls have been arranged to obviate the use of a rudder bar, since Capt. Willy Coppens has had the misfortune to lose a leg. The wheel is rotated to work the rudder, and the whole column worked sideways and fore and aft in the usual manner for ailerons and elevator. The "bird-cage" on the left is a special map-holder.
UNDER THE HOOD: Major Travers is shown just about to take off with our representative (under the hood) for a trial flight of the blind flying equipment used by the London Aeroplane Club. The only additional instrument fitted is the latest form of P. B. Deviator and has proved itself easy to follow, though somewhat more sluggish than many of its competitors. Several members have already taken the course of instrument flying.
The N.F.S. Moth (Cirrus III), which was fitted out to tow Herr Krause. The arrangement to keep the towing cable clear of the tail units seems adequate for the job and was made and designed in the N.F.S. workshops at Hanworth.
Demonstrating a "slotted Moth": General view of the machine.
A Leitner-Watts Metal airscrew (fitted on a D.H. "Moth") manufactured by Metal Propellers, Ltd.
1931 MODELS: One of the views showing the latest De Havilland developments: The standard Moth will have balloon tyres "Doughnuts" and wheel brakes as standard, and a particularly comfortable Triplex Wind Screen for the pilot's cockpit.
Aeroplane with the "Blanvac" silencer fitted in the exhaust system: A D.H. "Moth" (Cirrus III);
Nigel Norman's "Moth" (Gipsy I), No. 94, had passenger's cockpit covered, and a small coupe top over pilot's cockpit, with head fairing carried right back to the rudder. This machine was originally a standard Coupe Moth, and Mr. Norman has removed the front portion and inserted a windscreen with side wings in front of the pilot (102-88 m.p.h.).
Mr. Irving's "Moth" (Gipsy I), No. 58, had a thin centre-section with shallow gravity tank, long narrow windscreen, and head fairing. Wing roots faired into fuselage. Strut and wire ends and other excrescences faired. Mr. Irving had gone to considerable trouble to "clean up" his machine in every possible way, and his speed around the course (111-67 m.p.h.) showed that he achieved good results by his careful attention to these details.
FAIRING A "MOTH." - Mr. Ralph Kenyon, of Newtonville, Mass., U.S.A., writing to the de Havilland Co., claims marked improvements in the performance of an English "Moth" he has streamlined-up. Having built a false bottom to the fuselage, and faired all strut fittings, all landing gear fittings, the petrol tank into the wings, the wings into the fuselage, the headrest into the fin, bridged the gaps in the ailerons, elevators and rudder, and constructed a detachable front cockpit cover and windshield, he has obtained a top speed of 134 m.p.h. and a cruising speed of 120 m.p.h. The take-off and stalling speeds, he says, were not noticeably impaired, but the gliding ratio was increased. The accompanying illustration shows an American "Moth" thus treated.
The new type of undercarriage used for experimental work on slotted "Moths."
Demonstrating the "Sploth": Sqdn.-Ldr. England giving a demonstration of "How not to fly," on the de Havilland "Cirrus-Moth" with which he is shortly starting a tour of Europe.
AT OPPOSITE ENDS OF THE SCALE: A Handley Page "Hyderabad" and a de Havilland "Moth," both fitted with Handley Page automatic slots. These two machines represent the largest and the smallest to be so equipped up to the present.
A Moth and Hawker Demons of the R.A.A.F. The Australian Demons are equipped for bombing as well as for fighting, carry army co-operation gear such as message hooks, and use the Kestrel V engine.
A total of 124 D.H.60 Moths was built for the RAF. K1844 was a D.H.60M, a strengthened version of the Moth with a welded steel tube fuselage and wide cockpit doors. K1844 appears to have spent most of its time with the Royal Air Force College at Cranwell and was struck off RAF charge on February 27, 1939.
DE HAVILLAND "GIPSY MOTH": "Gipsy II" engine.
FOR THE R.A.F. DISPLAY: A batch of "Gipsy-Moths" ready for delivery. They will figure in some of the events at Hendon on June 28.
Самолеты DH.60M, бортовые номера K1213-1217, в 1930-1931 годах использовались в Центральной летной школе как учебно-тренировочные самолеты. В ходе авиашоу на британской авиабазе Хендон инструкторы школы демонстрировали фигуры высшего пилотажа и полет в группе из пяти машин в перевернутом положении. Эти машины стали основой для DH.60T, специального УТС с двойным управлением для обучения военных летчиков, выпускавшегося преимущественно на экспорте 1931 года.
The second Moth to carry the serial J9107 was this D.H.60M which replaced an earlier Cirrus-engined example and was used at Gosport by No 769 Sqn for deck-landing training in the final months of 1939.
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 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.
A group of onlookers gaze at part of the PSIOW fleet at Portsmouth in 1937. The Westland Wessex G-ARVB was specially built for the airline’s high density routes, and metal tubing replaced the wooden members in the wings. The General Aircraft Monospar ST-4 survived in Australia until 1954, but D.H.60 G-AAAG crashed into the Solent on November 1, 1934, after a low level stall, the two occupants being drowned.
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.
DE HAVILLANDS IN SOUTH AFRICA: Moths and Puss Moths lined up at Baragwanath Aerodrome prior to flying to Witbank to take part in the Witbank Flying Club's Pageant. Standing by the nearest Puss Moth is Mr. J. Davison, Secretary of The De Havilland Aircraft Co., of S.A. (Pty.), Ltd.
Students at work on a "Gipsy" engine and on a "Moth.'' Apart from such work as this, no fewer than eight complete aircraft have been designed and built by the school.
Chief Instructor Carter Guest of the Toronto Flying Club greeted by Col. H. C. Danforth, Commandant, on arrival at Selfridge Field, Michigan, from Toronto. Below is the formation of Cirrus and Gipsy-Moths which he led on the "Goodwill" flight. His machine is called "Sir Charles Wakefield."
THE GIPSY-MOTH IN AMERICA: (1) Lady Heath's Gipsy-Moth at Savannah where she landed during the flight down to Miami from New York. (2) Commander Gamble, representative of the National Aeronautical Association and Lady Heath's host, quail shooting at Jacksonville, Florida. (3) Com. Gamble and Mrs. Lancaster (who did not take part in the shooting). (4) A close landing at Daytona Beach.
SERVICE MOTHS FOR IRAQ: Three views of one of the four D.H. metal Moths (Gipsy II) which have been specially prepared for use by the Iraq Government Air Force. A general view of the machine is shown at the top, while below, on the left, will be seen the cockpits and, on the right, the bomb rack
The five Gipsy Moths of the Iraq Flying Corps which left Hatfield aerodrome on Wednesday, April 8, to fly to Baghdad. They are shown on the ground and flying in formation.
Иракцы использовали учебно-тренировочные самолеты D.H.60 Gipsy Moth в качестве легких бомбардировщиков
Egyptian Army Air Service: The nucleus of the new service will consist of some Egyptian pilots, who have been taught to fly in England, and a small fleet of "Gipsy Moths." Five of these which were delivered at Stag Lane on November 3, are shown in the photograph.
The "MOTH" IN BRAZIL: Inspecting the "Moth" Training Squadron of 15 machines, of the Brazilian Navy, at the Ihla de Governador, in the Bay of Rio de Janeiro. In front, from left to right, are :- Admiral Bento Machado, Capt. Raul Bandeira, Admiral Protogenes Guimares (Minister of Marine), Capt. Adalberto Nunes (Commanding Naval Aviation), Capt. Netto dos Reis, Lt. Araujo (Chief Instructor).
The photograph shows from right to left Dr. Hafiz Afifi Pasha, the Egyptian Minister in London, Gen. Sir Charton W. Spinks, K.B.E., D.S.O., Inspector-General of the Egyptian Army, Air Commodore Board (in black coat), three Egyptian pilots, Fit. Lt. Stocks, and Mr. C. C. Walker, of the de Havilland Aircraft Co., Ltd.
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]
IN NEW ZEALAND: The Wellington Aero Club's Waco cabin machine and Gipsy Moth on the tarmac at Rongotai aerodrome.
PENANG'S FLYING CLUB. - The fleet consists of a B.A. "Eagle," a B.A. "Swallow" (Pobjoy) and three D.H. "Moth Majors."
In this general view of Croydon Aerodrome under wintry conditions are the many machines which brought their owners to greet Lady Bailey. They include Capt. G. de Havilland's Coupe-Moth, Mr. G. A. R. Malcolm's Gipsy-Moth and Lt.-Col. L. A. Strange's Simmonds "Spartan." Also in the picture, which was taken from a "D.H." Moth piloted by Capt. A. S. White, are the "Daily Mail" "Geraldine" (D.H.61) and Alpha-Avian.
A "MOTH" SEAPLANE FOR SARAWAK: These three views show the first de Havilland "Gipsy Moth" to be fitted with floats. The machine has been ordered by the Sarawak (Borneo) Government. The Duralumin floats were built by Short Brothers, off whose works the machine is seen flying. The pilot was Capt. Hubert Broad.
A Singapore Club aircraft in its native element.
Canadian Club Seaplanes. The Halifax Club's Moths at their moorings.
The European Staff of the Singapore Club with their "full" bodied native assistants.
The pleasant foreshore of the Singapore Club.
The Club aircraft in their hangar.
ON THE SLIPWAY: A Saro "Cutty Sark" and two "Cirrus-Moths" belonging to the Royal Singapore Flying Club.
TWO SINGAPORE CLUB MACHINES: The "Cirrus-Moths" are used as seaplanes.
In the West Indies: Major A. A. Nathan's Gipsy Moth seaplane taking off at Port Maria. Jamaica.
A PRIVATE OWNER'S SEAPLANE: Mr. C. W. T. Guthrie's "Moth" seaplane at anchor in the Gare Loch; as described in "Flight" last week, it was delivered to Scotland by Capt. Stocken recently.
MOTH SEAPLANES IN CANADA: Some of the 14 D.H. Moth Seaplanes used by the Ontario Provincial Air Services, which have completed 9,297 hr. 45 min. flying during 12 months' operations last year. The machine on the right is a Hamilton all-metal monoplane.
D.H. GIPSY-MOTH SEAPLANE ("Gipsy").
The RAAF D.H.60 Gipsy Moth floatplane A7-111.
A HERMES AMPHIBIAN MOTH: The property of the Hon. A. E. Guinness, who is using it in Ireland, with Capt. G. A. Allison as his pilot.
AMPHIBIAN GIPSY MOTH ("Gipsy").
THE FIRST BRITISH AMPHIBIAN LIGHT 'PLANE: These four photographs show a de Havilland "Gipsy-Moth," belonging to Mr. John Scott Taggart, for which Short Brothers have designed and built an amphibian undercarriage. The photographs show the machine in flight over Lympne aerodrome and, at rest on the waters of the Midway off the Short Works. The pilot is Mr. Lankester Parker.
Amphibious Visitors to Calshot: Captain H. Broad, with Vicomte de Sibour as passenger, looks in on the Schneider Teams.
NOT A NEW TYPE OF "MOTH" SEAPLANE: This photograph shows the force-recording undercarriage used at Felixstowe for taxying tests of large-scale models of flying-boat hulls (in this case that of a Short "Singapore II").
The Short "Singapore" is the machine on which Sir Alan Cobham flew to the Cape and back. A "Mussel" and an amphibian "Moth" are also exhibited.