De Havilland Hornet Moth / D.H.87

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Страна Country: ВеликобританияUnited Kingdom

Год Year: 1934

Двухместный туристический самолет

de Havilland DH.87 Hornet Moth

Для поклонников комфортабельных бипланов фирма разработала самолет DH.87 Hornet Moth, близкий по конструкции к DH.86, у которого оба члена экипажа сидели бок о бок в закрытой кабине. Это был одностоечный биплан с матерчатой обшивкой деревянного крыла, имевшего небольшое сужение к законцовкам, с фюзеляжем квадратного сечения из сосны и фанеры и с шасси с хвостовым костылем и независимыми основными стойками. Первый прототип взлетел в Хэтфилде 9 мая 1934 года, а во время продолжавшихся более года испытаний к нему присоединились еще два аналогичных самолета. Поставки серийных машин, получивших обозначение DH.87A Leopard Moth, начались в августе 1935 года. Было выпущено более 60 самолетов этой модификации, имевших новое крыло с увеличенными размахом и сужением. Но в 1936 году был введен тип крыла, впервые опробованный на втором серийном Hornet Moth. Новые несущие поверхности не имели сужения, а их законцовки были практически прямоугольной формы, и их можно было установить на уже выпущенные машины по желанию владельца. Этим крылом оснастили также 100 новых самолетов, получивших обозначение DH.87B Leopard Moth. После того, как фирма "de Havilland Aircraft of Canada" разработала вариант с поплавковым шасси, в 1937 году Министерство авиации приобрело четыре такие машины для испытаний в качестве учебных самолетов. В общей сложности построили 165 Hornet Moth, включая прототип.

ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   de Havilland DH.87B Hornet Moth (с колесным шасси)

   Тип: двухместный туристический самолет
   Силовая установка: один рядный поршневой двигатель de Havilland Gipsy Major мощностью 130 л. с. (97 кВт)
   Летные характеристики: максимальная скорость на оптимальной высоте 200 км/ч; крейсерская скорость на оптимальной высоте 169 км/ч; начальная скороподъемность 210 м/мин; потолок 4510 м; дальность полета 998 км
   Масса: пустого 563 кг; максимальная взлетная 885 кг
   Размеры: размах крыльев 9,73 м; длина 7,61 м; высота 2,01 м; площадь крыльев 20,44 м2

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Flight, July 1934

NEW AEROPLANES IN KING'S CUP RACE

DE HAVILLAND "HORNET MOTH"

   Everyone eagerly awaits any new machine which comes out of the De Havilland factory. This year their curiosity will be rewarded by the new De Havilland "Hornet Moth." It must be made clear, however, that this machine is not yet in production, nor is it by any means certain that it ever will be put into production in its present form. Actually, it is an experimental machine, which Capt. Geoffrey de Havilland has designed in order to try out the ideas he has about what private owners want in the way of a two-seater, side-by-side aeroplane. As it is at present, this machine is a small cabin biplane, seating two people side by side in great comfort between the wings. The cabin is as wide as the front seat of any normal middle-weight motor car, and careful attention to the cowling which surrounds the D.H. "Gipsy Major" engine has resulted in an exceptionally clear outlook forward.
   In the past, side-by-side two-seaters have usually been criticised because the pilot could not see anywhere on the opposite side to which he sat, but in this new machine his outlook is certainly no worse than that in most tandem machines, and is undoubtedly better than a great many of them. The roof of the cabin has been made transparent, and the side windows carried well back, so that not only can any machine be seen which may be in the air behind and above when taking-off, but also the pilot has no ''blind spots'' when circling the aerodrome before coming in to land.
   The construction is a combination of accepted De Havilland principles. The fuselage is built up in the same way as that of the "Dragon," and the wings, which may, in any future models, be braced by one strut only between the tips, bear obvious family resemblance to those of the "Dragon Six." The undercarriage has a lot in common with that of a “Leopard Moth," and the nose and windscreen resemble those of the same machine. In fact, the tout ensemble is rather a cross between a "Leopard Moth" and a "Fox Moth," with a dash of "Dragon Six."
   There are many interesting and ingenious features in this machine. For example, the control column is mounted slightly in front of and below the centre armrest between the two seats. As it is cranked in shape, it falls comfortably into the pilot's right hand - if he is sitting in the left-hand seat - when his elbow is on this armrest. The doors are bowed outwards, thus giving both pilot and passenger plenty of room for their "outboard" arms, and it is also possible to slide one-half of the window in each door forward and one-half backward, thus probably obviating any draught in the cockpit. New De Havilland machines have a habit of winning trip Kind's Cup Race, a fact which will make this popular designer's latest product the cynosure of all eyes on Friday.

DE HAVILLAND "HORNET MOTH".
D.H. "GIPSY MAJOR," 130 H.P. ENGINE.

   Span 30 ft. 4 in. (9,3 m)
   Aspect ratio 7.8 to 1
   Wing area 187 sq. ft. (17,4 m')
   Gross weight 1,800 lb. (816,3 kg)
   Tare weight 1,160 lb. (501,7 kg)
   Wing loading 9.62 lb./sq. ft. (46,9 kg/m2)
   Power loading 13.83 lb./h.p. (0,3 kg/hp)

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Flight, June 1935

THE “HORNET MOTH"
Successor to the World-famous D.H. "Moth" - A Cabin Biplane with Side-by-side Seating: “Gipsy Major" Engine: Rudder Control Necessary on Ground Only: No Tendency to Spin

   THE first "Hornet Moth" made its public appearance last summer, when it took part in the King's Cup Race, piloted by Capt. G. de Havilland himself. The machine was an experimental model only, and the De Havilland Aircraft Co., Ltd., has now spent a whole year in flight-testing it and two other experimental machines before being satisfied that they have evolved an aeroplane as nearly perfect for its purpose as possible. Hundreds of hours have been spent in flight-testing, and every aerodynamic characteristic and mechanical feature tried and re-tried. When, therefore, the firm now announces itself satisfied with the machine, it is reasonable to assume that all the "bugs" have been removed, and that the "Hornet Moth" goes into production as a fully tried type. As stated in Flight a fortnight ago, elaborate preparations have been made for quantity production and it is expected that the flow of output will begin in August.
   In its general conception the "Hornet Moth" - which, incidentally, is the eighty-seventh De Havilland design - is a cabin biplane two-seater, with the seats placed side-by-side. In plan form the biplane wings show the graceful taper which has characterised De Havilland machines for some time. The lines, as maybe seen from the general arrangement drawings, are pleasing to the eye, and, what is a great deal more important, the machine is thoroughly pleasant to fly. Not only is the view from both seats very good, the seats comfortable, and the general noise level low, but a great deal of trouble has been taken over such questions as stability and controllability. For example, areas and centre of gravity positions have been so arranged that once the machine is in the air there is no necessity to use the rudder at all. Ordinary flying manoeuvres can be carried out perfectly by the use of elevators and ailerons only. This means that on a cross-country flight the pilot can take his feet off the rudder pedals and control the machine entirely with the "stick." Provided he keeps sufficient altitude to clear any obstacles on his route, he should be able to fly through fog, cloud and rain without any fear of getting his machine into a dangerous attitude.
   On the "Hornet Moth" the rudder can, in fact, be regarded solely as a ground control. In many cases it might even be possible to take off and land the machine without using the rudder, but as there is always the possibility that a swing may be started, by one wheel striking some small obstacle or unevenness on the ground, for instance, it is still considered necessary to fit a rudder to correct such swings. If the rudder is used during flight, the "Hornet Moth" will, of course, have the same manoeuvrability as any aeroplane, and can be used for aerobatics, the structure being designed with sufficiently high load factors. The standard type will not have a certificate of airworthiness for aerobatics, but this is merely due to the fact that Aerobatic C. of A. regulations demand that doors shall be so designed that they can be jettisoned instantly in emergency (to allow the occupants to escape by parachute), and the standard machine will have normal hinged doors. Structurally the machine is up to aerobatics requirements.
   Constructionally the "Hornet Moth" follows normal De Havilland practice in that it is of wood construction in the matter of its primary structure, with fabric covering and steel fittings. The fuselage is a wooden box, with light longerons and struts covered with plywood. On to the outside of the plywood are secured longitudinal stringers, which support the fabric covering. As these stringers project beyond the plane of the plywood, the external form of the fuselage is somewhat rounded, giving hotter aerodynamic form. Inspection doors are provided at intervals in the floor of the fuselage so that the interior can be examined.
   The biplane wings are of normal two-spar construction, with spruce spars spindled to an I-section. Over the inner portion of the wings front and rear spars are parallel, but they converge over the outer portions and meet at the wing tips. Over this portion, by the way, the spars are solid spruce. One pair of inter-plane struts on each side joins top and bottom planes. They are steel tubes of streamline section. The wing bracing is so arranged as to terminate at the fuselage in the plane of the front spars, thus running clear of the door and facilitating getting into and out of the cabin. Ailerons are fitted to the lower wing only and are of orthodox type. The wings are arranged to fold, the overall width of the machine for storage being thus reduced to 9 ft. 6 in.
   The tail surfaces are of normal De Havilland construction, i.e., wood with fabric covering. The only notable change from previous machines is the introduction of trimming "tabs" on the elevators instead of fitting a trimming gear for the tail plane. Needless to say, a castering tail wheel is fitted.
   As already mentioned, the two seats in the cabin are placed side by side; they are very comfortable and allow plenty of room. The seats are placed on a box structure, inside which can be carried tools or other equipment, such as batteries for electric starting, etc. If the machine is desired to have fairly long range, an extra petrol tank of 8 1/2 gallons capacity can be fitted in this space. Behind and above the seats is the main luggage space, 23 1/2 in. deep, 28 in. high, and 38 1/2 in. wide. Underneath this large luggage shelf is the main petrol tank, which is, of course, isolated from the cabin. It has a capacity of 35 gallons. Underneath the instrument board there is another space, which can be used for maps and various odd articles likely to be required on the journey. A rounded one-piece windscreen closes the front of the cabin, while the windows at the side are of the sliding type for ventilation or view during landing in rain.
   Dual controls are fitted, the "stick" being fitted with two branches, one for each occupant. If it is intended to use the machine for school work, a second set of engine controls can be mounted on the starboard side of the cabin.
   The undercarriage has a wide track, the axle and radius rods being hinged on the bottom centre line of the fuselage, while the compression strut is taken to the top longeron. The compression strut has a long stroke and is fitted with a streamline fairing of large chord, so mounted that it can be rotated around the strut, thus forming an air brake. Dunlop wheels are fitted, with Bendix wheel brakes. The latter are operated in the usual De Havilland way; both brakes are applied by a single lever, but are connected up to the rudder pedals in such a way that when these are worked after the brakes have been put on they release one or other of the two brakes, thus making the machine very manoeuvrable on the ground.
   A 130 h.p. "Gipsy Major" forms the standard power plant for the "Hornet Moth." It is mounted on the usual steel tube structure and drives a wooden propeller of the sheathed type, made by the Airscrew Company, of Weybridge. The position of the main petrol tank is such that it would not give direct gravity feed to the engine at all angles, and petrol is, therefore, carried to the engine by duplicated engine-driven petrol pumps.
   The "Hornet Moth" is to be marketed at a price of ?875, with standard equipment, which includes the following Smith's instruments: Air-speed indicator, revolution indicator, aneroid, oil-pressure gauge and Husun Mark IIIa compass. A bubble-type inclinometer is also fitted as well as a De Havilland strut-type air-speed indicator.
   Standard cabin furnishings will include pilot's and passenger's seats, cushions and back squabs; thigh straps and pilot's safety belt; floor carpet; locker below instrument board, fitted with spring clips for maps; black Doverite finish of all control handles; grey walnut instrument board; sun-blind. The cabin upholstery will include neutral colour rep cloth with leather piping; cushions and squabs filled with rubberized hair; carpets to tone with the upholstery.
   The approximate performance figures are shown in the accompanying table. The range given is that with the standard tank of 35 gallons capacity. If the 8 1/2-gallon tank is fitted in the box under the seats the range is increased to 817 miles.

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Flight, March 1936

"SQUARE-TIPPED"
Impressions of the 1936 Hornet Moth: A Viceless Landing: "Two Control Flying" in Real Life
By H. A. TAYLOR

   WHEN we have all exhausted the subject of the "ideal light aeroplane," the fact still remains that every one of the six hundred owners and of the thousands of pilots in this country has a different idea. When, last year, the De Havilland Company introduced the Hornet Moth and, so to speak, put their shirt on it as a trainer as well as an “owner,” they did so with the knowledge that it would be impossible to please everybody.
   Not to put too fine a point on the matter, they very nearly failed to please anybody - such is the cumulative effect of idle gossip. The points have now been removed and the gossips should have been silenced! It would be difficult for anyone to criticise the 1936 Hornet as an up-to-date training type, or for the most careless owner to pirouette on a wing tip. Furthermore, the machine retains all those flying characteristics which made the, '35 model so pleasant on a cross-country flight.

Landing Practice

   Last week, while flying the new Hornet, I made six landings and at least three of them were tackled with deliberate carelessness. Two were made straight off a 50 m.p.h. final approach - the machine can be safely glided at this speed, though 60 m.p.h. is a preferable pace. On my last I held off at an estimated three feet, which turned out to be about four or five, and, in spite of the fact that a gusty breeze was blowing, there appeared to be no tendency for the machine to do more than drop straight down on a level keel. Previous experience with the earlier model had, of course, taught me to bring the stick back in a parallel movement. It certainly appeared to me that it would be possible to carry out a landing according to a book of rules - holding off until the A.S.I. showed a speed of less than 50 m.p.h. and then pulling the control gently back.
   During the flying intervals, I made various stalling experiments at a safe height and found that the Hornet would float indefinitely without dropping its nose at an indicated air speed of 40 m.p.h. so long as the stick was not pulled right back. With the control in one's stomach the nose alternately rose and fell, but a wing did not usually drop for at least ten seconds. A sudden backward movement sometimes precipitated a complete stall and the nose would tall quickly until speed was regained. Either rudder or aileron would lift a falling wing, though the whole machine was, naturally enough, in a somewhat unstable condition. In brief, the natural stall did not appear to be at all violent and some control remained throughout all stalled manoeuvres.
   Although the ailerons are slightly more sluggish in the new Hornet, its flying characteristics are, as already remarked, similar to those of the 1935 model. Correct turns can be made with the stick alone, and I found that, after a little practice and after trimming the machine directionally at cruising revolutions, it was possible to work up to an almost vertical turn and to recover therefrom with my feet on the floor while the "sideslip" needle of the turn indicator remained absolutely central. "Rudder only" turns were made with rather less accuracy.
   Finding a really solid mass of cloud between 4,000 and 5,000 ft. I made several interesting experiments in blind flying. Again without using the rudder it was possible to turn on to different courses with accuracy and to hold a constant rate of turn without difficulty. On the rudder alone the speed tended to increase rather badly on any but very gentle turns. The business of flying straight and level in a cloud is the easiest in the world, and I hardly found it necessary to use the turn indicator - which, nevertheless, was essential as a psychological comforter.

Sartorial Interlude

   One up, with luggage consisting of one soft hat and a pair of gloves (who would fly an open aeroplane?) and without trying very hard, an altimeter height of 1,000 ft. was reached in a few seconds over the minute from a standing start. Actually the climb, at an air speed of 50-55 m.p.h., is quite phenomenal, and the take-off run into a wind of perhaps 15 m.p.h. did not appear to be more than a hundred yards or so.
   For a biplane the approach angle is surprisingly flat until the air brakes are used. Most people would probably prefer these to be even more potent, though the Hornet sideslips with the virility customary in all D.H. machines. Only on my first approach did I find it necessary to use more than a shade of flat slip at the very last moment in order to put down just beyond the prohibited area at Hatfield. Nobody would need to have any hesitation about using a small landing ground with the good take-off and safe-slow approach.
   One feature of the new Hornet is worth its place in the final paragraph - the mirror. It is large, quickly adjustable and gives a complete view of the sky and horizon behind. There will now be no need to swing round on a wheel to peer at the sky before opening up for the take-off.

DE HAVILLAND HORNET MOTH
130 h.p. Gipsy Major

   Weight (including standard equipment) 1,255 lb.
   Disposable load 695 1b.
   Length overall 24 ft. 11.5 in.
   Span 31ft. 11.4 in.
   Span (with wings folded) 9 ft. 9.5 in.
   Height 6 ft. 7in.
   Maximum speed at sea level 121-124 m.p.h.
   Cruising speed at 1,000ft. and at 2,050 r.p.m. 103-105 m.p.h.
   Endurance (with normal tanks) 6 hr.
   Stalling speed 40 m.p.h.
   Take-off run in 5 m.p.h. wind 135-175 yds.
   Climb to 5,000 ft 8.25 min.
   Service ceiling 14,800 ft.
   Gliding angle (air brakes on) 1 in 8
   Price L875

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Описание:Description:

de Havilland DH.87 Hornet Moth
Flight, July 1934
NEW AEROPLANES IN KING'S CUP RACE
Flight, June 1935
THE “HORNET MOTH"
Flight, March 1936
"SQUARE-TIPPED"
Flight, April 1936
MODERN LIGHT AIRCRAFT REVIEWED

Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
Мировая Авиация 214
Регистрационный номерRegistry number: CF-BFG
Компания «De Havilland of Canada Ltd» импортировала и собрала 11 Hornet Moth, на самолетах применялось металлическое поплавковое шасси марки «Fairchild». Авиационное министерство получило в опытную эксплуатацию четыре машины.

Мировая Авиация 139
Регистрационный номерRegistry number: G-ADKK [2], W5749 [2]
Начав с DH.60 Moth, Джеффри де Хэвилленд спроектировал серию своих знаменитых легких самолетов межвоенного периода - Moth. Биплан DH.87 Hornet Moth обладает характерным для всех Moth хвостовым оперением, "Moth tail".
Мировая Авиация 105
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
Среди старых самолетов de Havilland до наших дней сохранился один DH.87B Hornet Moth с регистрационным номером G-ADLY.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
The Hornet Moth was designed as a replacement for the Gipsy Moth, sporting an enclosed cockpit and side-by-side seating.
Aviation Historian 40 / P.Marson - Southern charm
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
Acquired by Bellamy for the Hampshire Aeroplane Club in April 1959, G-AHKB (c/n 6596) retained the blue and white colour scheme applied by its previous owner, Vickers-Armstrongs, although the club’s titles were applied to the forward fuselage beneath the cockpit. The aircraft is seen here at Eastleigh with one of the club’s D.H.87 Hornet Moths, G-ADLY, in the background.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragon Rapide / Dominie / D.H.89 - ВеликобританияUnited Kingdom - 1934
Мировая Авиация 214
Регистрационный номерRegistry number: G-ADMT [5]
G-ADMT Curlew оказался в числе десятка Hornet Moth, сохранившихся до настоящего времени.
Aeroplane Monthly 1994-12 / de Havilland D.H.87B Hornet Moth G-ADND/"W9385" /Preservation Profile/
Регистрационный номерRegistry number: W9385 [6], G-ADND [6]
The repainted Hornet Moth being flown by Bill Bowker on June 5, 1994.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: W9385 [6], G-ADND [6]
W9385, formerly G-ADND, was impressed into RAF service when war broke out, and operated initially with No 3 Coastal Patrol Flight at St Athan.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-AESE [5], W5775 [5]
Hornet Moth G-AESE Sheena, which was used by the RAF during World War Two, is still airworthy and is currently based near Bath
Aeroplane Monthly 1997-12 / M.Oakey - Vintage news
Регистрационный номерRegistry number: G-ADKC
Hornet Moth G-ADKC running-up with its new prop.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: C-FEEJ [2], G-AEET [2]
D.H.87B Hornet Moth C-FEEJ was previously registered as G-AEET, one of the civil-marked Hornet Moths used as a wartime communications vehicle by the de Havilland company. In 1969 the aircraft was sold to D.H. Canada CTP George Neal.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: VH-UXY, G-AEZG
Previously registered as G-AEZG, Marion Wilberforce’s second D.H.87B was sold to Donald McBain in southern Australia in 1979, and remains airworthy at Nelson, along with McBain’s D.H.82A and D.H.85.

Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

The prototype Hornet Moth, registered with the B Conditions marking E.6, sits on the grass at Stag Lane Aerodrome in 1934.
Flight 1934-07 / Flight

Another Selection of King's Cup Machines (1) D.H. "Hornet Moth," D.H. "Gipsy Major" 130 h.p. engine.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADIR
IT IS ASSUMED that it was G-ADIR (8000) that emerged from the Experimental Shop late in 1937 carrying the B Conditions identification E.1 and fitted with a revised main undercarriage featuring a castoring D.H.89A Dragon Rapide tailwheel fitted as part of a nosewheel assembly. The scheme, described lovingly by those involved as a “lash-up”, had been initiated during the spring. A portfolio of drawings, published in July, covered the basic construction and geometry of the new undercarriage and the necessary modifications to the fuselage, engine mounting and wings to permit operations at a maximum weight of 1,700lb. Some of the standard gear struts may simply have been reversed during this exercise, turning the streamline through 180°. One set of rear landing struts actually passed through holes in the walkways of the lower wings, ensuring that the wings could not be folded.
Flight 1935-06 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
A NEW DE HAVILLAND MACHINE: The "Hornet Moth" (130 h.p. "Gipsy Major") is a side-by-side two-seater. It will be seen for the first time at the S.B.A.C. Display.
Flight 1935-07 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
Although a biplane and a cabin machine, the "Hornet Moth," as this view shows, is clean aerodynamically. The undercarriage compression leg is an oleo type by Dowty, and the sloping windscreen is a curved one-piece one of cellon.
Flight 1935-12 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
Speed and comfort. The D.H. Hornet Moth, which has very comfortable seating for two side by side.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADIS [16]
This picture of company demonstrator G-ADIS illustrates the original tapered wing configuration. Tip stalling led to a revised rectangular arrangement, and de Havilland agreed to replace the tapered wings free of charge.
Flight 1935-07 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADIS [16]
OUTSTANDING CIVIL TYPE: The De Havilland Hornet Moth (130 h.p Gipsy Major) side-by-side two-seater.
G-ADIS flew with tapered wings until they were replaced by square tips in 1936.
Flight 1935-07 / Flight

The new "Hornet Moth" in the clouds - those which heralded last week's thunderstorm - at 10,000 feet.
Flight 1935-07 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
The D.H. Hall Mark: A fine view which shows the heavily tapered wings of the "Hornet Moth," a distinctive feature of all modern De Havilland aeroplanes.
Aeroplane Monthly 1977-12 / N.Parnell - Tinea Rarus
Регистрационный номерRegistry number: VH-UTE [3]
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: VH-UTE [3]
VH-UTE was one of several Hornet Moths exported to Australia which retained its D.H.87A tapered wing-shape.
Aeroplane Monthly 1977-12 / N.Parnell - Tinea Rarus
Регистрационный номерRegistry number: VH-UTE [3]
The sole surviving airworthy example of the D.H.87A, VH-UTE, displays its tapered wings. Owners of D.H.87As were later invited to trade in their wings for the square-cut units of the D.H.87B
Aeroplane Monthly 1977-12 / N.Parnell - Tinea Rarus
Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
As D.H.87A Leicestershire Foxhound II, late in 1935.
Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
A SPECIAL HORNET: Mr. W. Lindsay Everard's new D.H. Hornet is fitted with a Reid and Sigrist Gyorizon, a drift sight and an extra locker. The colour scheme, as in the case of his previous machines, is blue and red with red leather upholstery.
Air Pictorial 1957-10 / Air Pictorial's photo-review
Регистрационный номерRegistry number: CF-AYG
Of three D.H. Hornet Moths in Canada this is the only pointed-wing D.H.87A (c/n, 8031; CF-AYG).
Air-Britain Archive 1997-04 / India: 31.12.35 (2)
Регистрационный номерRegistry number: VT-AGE
Hornet Moth VT-AGE was apparently owned and operated by the de Havilland company in India for 8 years.
Air-Britain Archive 1988-01 / Municipal Aerodromes 1933 (3)

In response to our appeal for photos of the Municipal Aerodromes already listed David Birch sent us two shots from his collection. The air-to-ground view shows the fuel pumps, hangar and club house at Tollerton, from the east. Arranged outside are some of the local residents, comprising five Moths, one Hornet Moth, one Falcon, one Hawk, one Whitney Straight, one Swallow 2 and one Bluebird IV. The aircraft on the left appears to be the Nottingham Flying Club Moth Major G-ACZX, which enables us to date the photograph between 11.34 and 8.37.

Другие самолёты на фотографии: Another planes on the photo: Blackburn Bluebird / L.1 - ВеликобританияUnited Kingdom - 1924 British Klemm L.25 Swallow - ВеликобританияUnited Kingdom - 1933 De Havilland Gipsy Moth / Moth X - ВеликобританияUnited Kingdom - 1928 De Havilland Moth Major / D.H.60GIII - ВеликобританияUnited Kingdom - 1932 Miles Falcon M.3 / Hawcon M.6 - ВеликобританияUnited Kingdom - 1934 Miles Hawk / M.2 - ВеликобританияUnited Kingdom - 1932 Miles Whitney Straight / M.11 - ВеликобританияUnited Kingdom - 1936
Flight 1936-02 / Flight
Регистрационный номерRegistry number: G-ADIS [16], G-ADKR
THE OLD ORDER CHANGETH: This photograph affords an interesting comparison between the 1935 and 1936 versions of the de Havilland Hornet Moth.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADIS [16]
G-ADIS stands alongside two Hawker Audaxes at the RAF Flying Club at Hatfield in 1938.

Другие самолёты на фотографии: Another planes on the photo: Hawker Audax - ВеликобританияUnited Kingdom - 1931
Flight 1936-12 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
Flight 1936-02 / Flight Advertisements
Регистрационный номерRegistry number: G-ADIS [16]
Flight 1936-04 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
In its new form the Hornet Moth has a remarkably short take-off and climbs steeply as soon as it is clear of the ground. As may be gathered, both pilot and passenger have an excellent view in the forward hemisphere as well as through the roof light.
Flight 1936-02 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
Comfort and good view in all essential directions are features of the 1936 Hornet Moth, which, with side-by-side seating is equally suitable for touring and tuition. With a 130 h.p. Gipsy Major engine, the maximum speed is about 124 m.p.h. and the cruising speed 103-108 m.p.h., according to the degree of throttling.
Flight 1936-03 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
This somewhat unusual flying picture of the Hornet Moth gives a good idea of the upward and rearward view given by the roof windows and also clearly shows the new wing form.
Aeroplane Monthly 2002-04 / C.Clarkson - D.H.87 Hornet Moth: Flying the Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADIS [16]
The third Hornet Moth to be built, G-ADIS was used extensively for publicity and handling reports.
Flight 1936-02 / Flight
Регистрационный номерRegistry number: G-ADIS [16]
The D.H. "Hornet Moth" Two-seat Light Cabin biplane (130 h.p. D.H. "Gipsy-Major" engine).
The attractive aerial view was "posed" for Flight's photographer by Mr. H. Buckingham of the De Havilland Company.
Air-Britain Archive 1980-02 / U.K. C of A Applications (2)
Регистрационный номерRegistry number: G-ADMT [5]
The well-known D.H.87 Hornet Moth which is now in production again, provides exceptionally comfortable transport for two people and their luggage.
A fine pre-war shot of Hornet Moth G-ADMT which survived until 1960 when it was wfu, passing eventually to the Strathallan Collection and happily it is currently under rebuild at Hamble.
Flight 1936-06 / Flight

D.H. Hornet (Gipsy Major)
Flight 1936-11 / Flight
Регистрационный номерRegistry number: G-ADMT [5]
Popular De Havilland biplane: the Hornet Moth (Gipsy Major), a side-by-side two-seater for private or club
Air-Britain Archive 1982-02 / Impressment Review (10)
Регистрационный номерRegistry number: G-ADKK [2], W5749 [2]
G-ADKK became W5749 and was restored on 12.6.46. It moved to Wyberton in 1974 with C.W.Annis and adopted the familiar blue and white colours of other vintage Boston residents, as demonstrated at Air-Britain's Fly-In at Old Warden on 22.7.79.
Aeroplane Monthly 1991-10 / Personal album. Civil
Регистрационный номерRegistry number: G-ADKM [3], G-AFMP, W5751 [3], W5782
A pair of D.H.87 Hornet Moths of the Exeter Aero Club, at Exeter in August 1939. G-ADKM was registered in November 1935. In January 1940 it was impressed into RAF service as W5751; it was restored to the register in May 1946 and is still extant. G-AFMP was impressed as W5782 at the same time but on February 29, 1940 it stalled and crashed while landing at RAF St Eval and was struck off RAF charge.
Air-Britain Archive 1982-02 / Impressment Review (10)
Регистрационный номерRegistry number: G-ADKM [3], W5751 [3]
G-ADKM was also restored on 20.5.46 after being W5751. It was bought by current owner F.Hayter in 1964 and appeared at many sporting events as seen here at Swansea on 14.8.71 for the Welsh Aerial Derby/King's Cup meeting.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADKM [3], W5751 [3]
G-ADKM was flown to victory in the 1968 King’s Cup Air Race, 34 years after the type’s first entry into the competition.
Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
Flying from Shoreham on June 26 last year.
Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
At Elstree in the early 1970s, now a D.H.87B.
Air-Britain Archive 1982-02 / Impressment Review (10)
Регистрационный номерRegistry number: G-ADLY [9], W9388 [9]
G-ADLY served as W9388 before being restored on 20.5.46. It is shown here at home at Eastleigh on 28.3.61 while in Viv Bellamy's ownership.
Aeroplane Monthly 1988-10 / Personal album. Civil
Регистрационный номерRegistry number: G-ADMO, AV969
D.H.87 Hornet Moth G-ADMO, registered in May 1935, seen at Heston in 1936. During the war it flew as AV969, and afterwards it was civilianised for de Havilland’s Danish representative - but he never took delivery. It is believed that the aircraft was finally sold in Leopoldville.
Flight 1936-12 / Flight Advertisements
Регистрационный номерRegistry number: G-ADMT [5]
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADMT [5]
SOCIABILITY AND SAFETY: This unusual flying picture of the D.H. Hornet Moth reflects credit on the pilots both of the D.H. 87B (the official designation of the Hornet) and of the machine which carried Flight's photographer. Incidentally, its price has just been reduced to ?775 - a figure which is distinctly reasonable for a side-by-side cabin machine of this type. With a normal range of 600 miles and possessing excellent "small field" capabilities on full load, the Hornet, though not exceptionally fast (it cruises at 105 m.p.h. or a little less), is a really useful private owner's aeroplane. Its good take-off gives it possibilities as a floatplane and at least one machine has been successfully flying in this guise over in Canada.
G-ADMT was registered in May 1936 and photographed two months later while on a flight from Hatfield.
Aeroplane Monthly 1983-02 / L.Curtis - Flying for all
Регистрационный номерRegistry number: G-ADNB [3], N36DH [3]
The D.H.87 Hornet Moth was a popular Civil Air Guard type.
Aeroplane Monthly 1990-09 / D.Sparkes - Lost weekend (2)
Регистрационный номерRegistry number: G-ADNB [3], N36DH [3]
Hartas low and fast in Hornet Moth G-ADNB. He was to take 11th place in the King 's Cup, recording an average speed of 117-5 m.p.h. for the course.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: N36DH [3], G-ADNB [3]
In 1971 Hornet Moth G-ADNB was repainted with the spurious American registration N36DH to mark the year of construction before being shipped over to new private owners in the USA. The aircraft moved on to Canada in 1977.
Aeroplane Monthly 1994-12 / de Havilland D.H.87B Hornet Moth G-ADND/"W9385" /Preservation Profile/
Регистрационный номерRegistry number: G-ADND [6], W9385 [6]
G-ADND pre-war, during Fairey ownership.
Aeroplane Monthly 1994-12 / de Havilland D.H.87B Hornet Moth G-ADND/"W9385" /Preservation Profile/
Регистрационный номерRegistry number: G-ADND [6], W9385 [6]
G-ADND at Hatfield on the occasion of the abandoned 1951 King’s Cup air race on June 23.
Aeroplane Monthly 1994-12 / de Havilland D.H.87B Hornet Moth G-ADND/"W9385" /Preservation Profile/
Регистрационный номерRegistry number: G-ADND [6], W9385 [6]
G-ADND in the Seventies.
Air-Britain Archive 1982-02 / Impressment Review (10)
Регистрационный номерRegistry number: G-ADND [6], W9385 [6]
After spending most of the war as W9385 at St.Athan G-ADND flew for many years with P.Q.Reiss until joining the Shuttleworth collection in 1971. It was caught at Biggin Hill a few months earlier on 14.3.71 by J.W.Ware.
Aeroplane Monthly 1989-02 / Personal album. Civil
Регистрационный номерRegistry number: G-ADNE [3], X9325 [3]
Registered in April 1936, Hornet Moth G-ADNE is pictured at Desford shortly after it emerged from Hatfield. Later it was impressed into RAF service as X9325. The Hornet survived the war, was restored to the register in July 1946 and is still airworthy today.
Aeroplane Monthly 1974-09 / News Spotlight
Регистрационный номерRegistry number: G-ADNE [3], X9325 [3]
Visiting de Havilland types on both sides of the fence.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADNE [3], X9325 [3]
G-ADNE is one of several Hornets fitted late in life with a wind-driven generator on the front spar of the port lower wing. Note how the rigging wires are grouped at the hinge side of the door.
Aeroplane Monthly 1988-06 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ADOT [4]
Silver and green D.H. Hornet Moth G-ADOT was rolled out at Salisbury Hall on April 10, 1988 as the Mosquito Aircraft Museum's latest restoration.
Aeroplane Monthly 1994-03 / B.Elliott - Above, the law (2)
Регистрационный номерRegistry number: G-ADOT [4]
D.H. Hornet Moth G-ADOT was used by the Buckinghamshire Constabulary during 1956. Today ’OT is statically exhibited at the Mosquito Aircraft Museum at Salisbury Hall.
Aeroplane Monthly 1986-01 / 1986 UK Aircraft Collections and Museums Guide
Регистрационный номерRegistry number: G-ADOT [4]
Hornet Moth G-ADOT.
Aeroplane Monthly 1981-08 / Broxbourne /Gone but not forgotten/ (11)
Регистрационный номерRegistry number: G-ADOT [4]
Line up of Herts & Essex types at Broxbourne in 1947; Tiger Moths, Proctors and a Hornet Moth,

Другие самолёты на фотографии: Another planes on the photo: De Havilland Tiger Moth / D.H.82 - ВеликобританияUnited Kingdom - 1931 Percival Proctor / P.28 - ВеликобританияUnited Kingdom - 1939
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADSK
Despite the type’s lack of racing success, Hornet Moth G-ADSK participated in the post-war Siddeley Trophy contest.
Aeroplane Monthly 1988-01 / Personal album. Civil
Регистрационный номерRegistry number: G-ADUR [2]
This de luxe de Havilland D.H.87 Hornet Moth, complete with wheel spats, was first registered in March 1936. Note the 600 (City of London) RAuxAF Sqn crest on the fin. G-ADUR somehow escaped RAF impressment and has an almost unbroken post-war flying career. Today it is in the safe hands of de Havilland aircraft collector Brian Woodford.
Air-Britain Archive 1986-02 / Impressment Review (25)
Регистрационный номерRegistry number: G-ADUR [2]
Hornet Moth G-ADUR was one of several operated by the makers in wartime, seen in sixties colour scheme
Air-Britain Archive 1983-01 / Impressment Review (12)
Регистрационный номерRegistry number: G-AEET [2], C-FEEJ [2]
Hornet Moth G-AEET at Hatfield in 1953.
Air-Britain Archive 1983-02 / Impressment Review (13)
Регистрационный номерRegistry number: G-AELO, AW118
Intended for the Royal Navy in April 1940 but in fact taken on charge by the RAF as AW118, Hornet Moth G-AELO was restored on 20.8.47 and is still active as seen in this take-off study at the PFA Rally at Leicester in July 1980.
Aeroplane Monthly 1991-01 / Personal album. Civil
Регистрационный номерRegistry number: G-AESE [5], W5775 [5]
First registered in January 1937 Hornet Moth G-AESE is still airworthy, and is owned and flown by Capt Geoff Green. This photograph was taken at Biel, Switzerland, on July 3, 1960 during the annual Swiss Watch Fly-in.
Air-Britain Archive 1995-04 / Croydon Watch Log 1937-8 (3)
Регистрационный номерRegistry number: G-AESE [5], W5775 [5]
Hornet Moth G-AESE was impressed 1.40 as W5775, restored 5.46 and still has a current CofA in 1995. Photographed in 1990, it was used by Miss R K Everard for her B licence cross country test on 4.3.38.
Aeroplane Monthly 1990-04 / ??? - Ah! Woburn
Регистрационный номерRegistry number: G-AESE [5], W5775 [5]
Geoff Green's immaculate D.H.87B Hornet Moth was this year’s Moth Club concours d’elegance winner.
Aeroplane Monthly 1979-08 / ??? - The Famous Grouse DH Moth Air Rally
Регистрационный номерRegistry number: G-AESE [5], W5775 [5]
A composite panoramic view of Hatfield on Friday evening, June 29, 1979.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Puss Moth / D.H.80 - ВеликобританияUnited Kingdom - 1929 De Havilland Tiger Moth / D.H.82 - ВеликобританияUnited Kingdom - 1931
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-AETC
Mr Robert Sandeman, his fiancee, Alvis car and D.H.87B G-AETC, which he later flew solo to India, at Hatfield in 1937.
Air-Britain Archive 1984-01 / Impressment Review (16)
Регистрационный номерRegistry number: G-AEWY
Hornet Moth G-AEWY of Norman Jones at Rhoose 4.6.60 did not survive an accident at Barton in April 1964
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-AHBL
In November 1981 Dr Helena Hamilton flew alongside British Rail’s new APT train as an example of “yesterday’s executive transport”. The APT was scrapped: G-AHBL is still flying.
Air Pictorial 1957-10
Регистрационный номерRegistry number: G-AMZO [3], OY-DEZ [3], SE-ALD [3], VR-RAI [3]
The adjacent Changes of Ownership include the Hornet Moth, G-AMZO. This is one of the most interesting current light planes, having belonged to the Malayan Aero Club as VR-RAI in 1936, sold in Denmark where it remained as OY-DEZ until 1942, and finally sold in Sweden as SE-ALD until registered in the U.K. in the summer of 1952.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: CR-AAA
Hornet Moth c/n 8099 was registered as CR-AAA in June 1936 for export to Mozambique and named Villa Cabral. The aircraft has been restored and is currently an exhibit at the Laurenco Marques Museum in Maputo, southern Mozambique.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: CX-ABD
A rare export to South America was CX-ABD, sold to Leandro Passeggi of Montevideo, Uruguay in 1937.
Aeroplane Monthly 1998-12 / M.Hooks - Weekend jolly /Inter-war civil/
Регистрационный номерRegistry number: EC-BBF, OE-DKS
Part of the visiting aircraft park at Heston. Visible are Hornet Moths EC-BBF and OE-DKS, BA Eagle HB-DES, Klemm KI 32 D-EREQ, Heinkel Kadett D-EQOS, Leopard Moths HB-ARI and HB-EFE, and Waco UIC PH-MAG.

Другие самолёты на фотографии: Another planes on the photo: British Klemm BK-1 Eagle - ВеликобританияUnited Kingdom - 1934 De Havilland Leopard Moth / D.H.85 - ВеликобританияUnited Kingdom - 1933 Heinkel He-72 Kadett - ГерманияGermany - 1933 Klemm Kl.32 / Kl.36 - ГерманияGermany - 1932 WACO C / S Series - СШАUSA - 1931
Aeroplane Monthly 1979-04 / ??? - The Famous Grouse DH Moth Air Rally
Регистрационный номерRegistry number: OY-DEZ [3], G-AMZO [3], SE-ALD [3], VR-RAI [3]
OY-DEZ over Stauning, Denmark, in June 1975. Photographed by TORKILD BALSLEV.
Aeroplane Monthly 1979-08 / ??? - The Famous Grouse DH Moth Air Rally
Регистрационный номерRegistry number: OY-DEZ [3], G-AMZO [3], SE-ALD [3], VR-RAI [3]
The Danish Hornet Moth OY-DEZ en route to Strathallan.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: SU-ABT
A competitor in the Oases Rally of 1937 was Mlle Loftia el Nadi in D.H.87B SU-ABT, supplied to Misr Airwork in Egypt without a British C of A in 1935.
Air-Britain Archive 1989-03 / Greece (SX-) /Complete Civil Registers/ (8)
Регистрационный номерRegistry number: SX-AAI [2], DK342 [2]
A pre-delivery shot of Hornet Moth SX-AAI at Hatfield in 1938.
SX-AAI was bought in July 1938 by Mr Stephan Zotos of Athens, Greece, possibly to start a flying school. The aircraft subsequently went to the British air attache as DK342 after the German invasion of Crete, after which all trace was lost.
Air-Britain Archive 1989-03 / Greece (SX-) /Complete Civil Registers/ (8)
Регистрационный номерRegistry number: SX-AAI [2], DK342 [2]
Tiger Moth SX-AAK and Hornet Moth SX-AAI pictured at the embryo Hassani airport in 1940. Now known as Hellenikon, the airport was the site of the first flying school for private pilots using the two aircraft shown and SX-AAA.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Tiger Moth / D.H.82 - ВеликобританияUnited Kingdom - 1931
Aeroplane Monthly 1981-11 / H.Best-Devereux, I.Best-Devereux - Oshkosh '81
Регистрационный номерRegistry number: VH-UVV
This D.H.87B Hornet Moth arrived at Oshkosh via a Qantas Boeing 747.
Aeroplane Monthly 1979-04 / Personal album
Регистрационный номерRegistry number: ZS-AHF
Yet another visitor was de Havilland D.H.87B Hornet Moth 1522 of the SAAF, from the batch 1401-1600 allocated to 200 impressed civil aircraft. It was one of 17 imported Hornet Moths assembled by the de Havilland Aircraft Co of South Africa and registered as ZS-AHF on April 29, 1936. Impressed in 1940, it reverted to its civil identity post-war and was scrapped in 1950.
Aeroplane Monthly 1982-06 / ??? - Strangers on deck

Two photographs of an anonymous impressed D.H.87 Hornet Moth aboard an unidentified carrier, presumably during the war.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

The Hornet Moth’s fuselage was wider than previous lightplane designs, which reduced performance but increased comfort.
Flight 1935-07 / Flight

The amount of windscreen visible in this head-on view of the "Hornet Moth" shows the success of the designer's efforts to provide the pilot with a good outlook.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

The undercarriage compression strut fairing which, as on D.H.80s and D.H.85s, could be rotated for use as an effective airbrake.
Flight 1936-08 / Flight

INSTRUCTIONAL FLEET: Now that the London Aeroplane Club have obtained their new D.H. Dragonfly for twin-engined training their instructional fleet is one of the most complete in the country. In this Flight photograph there will be seen the Dragonfly, two Hornet Moths and five of the six Tiger Moths. In the foreground (though not to be recognised) are Messrs. Rodwell, Harris, Goodyear and Maclaren, respectively secretary, chief instructor and assistant instructors.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragonfly / D.H.90 - ВеликобританияUnited Kingdom - 1935 De Havilland Tiger Moth / D.H.82 - ВеликобританияUnited Kingdom - 1931
Air-Britain Archive 1982-03

To celebrate the centenary of the birth of Geoffrey de Havilland, the Moth Club arranged an aerial weekend tour for vintage DH types to such locations as Hatfield, Chester and Farnborough. It ended at White Waltham on 4.7.82 with the scene shown, forty-eight DH aircraft and various support craft all on the field together.
For the record, those visible were as follows: (all Tiger Moths unless stated) nearest row left to right: G-AOZB, G-APFU, G-ANTE, G-APMX, G-ANCS, G-AAWO DH.60G, G-AGYU, G-BEWN, G-EBLV DH.60, G-AOEG; second row G-AAZP DH.80A, G-AZCB SV.4C, N82AM, G-ASPV, G-AOAA, G-AEOA DH.80A, D-EEAJ, G-AYIT, G-ANFM and wingtips of G-ALIW; third row G-ANOH, G-AHBL DH.87B, G-ADGV, G-ANRN, G-ADND DH.87B, G-ANJA, G-ANDP, F-BGCS, G-ARAZ, G-AJOA, G-ANZU, G-ALWW; back row G-AELO DH.87B, G-AOEI, G-ACMN DH.85, G-AOZH, G-AIXD, G-AKIF DH.89A, T8191, G-AAMY DH.60G, G-ABEV DH.60G, HB-UBC, G-BFHH, PH-CSL and Proctor 4 G-ANXR. Present, but not visible in this shot were Tiger Moths G-ANFW, G-BACK; Jackaroo G-AOIR; DH.85 G-AIYS; DH.90 G-AEDU and various supporters including Great Lakes D-EBGL and Proctor G-AOGE.
Anyone requesting the registrations of the three Cherokees and the Sipa will have their subscriptions cancelled immediately!

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragon Rapide / Dominie / D.H.89 - ВеликобританияUnited Kingdom - 1934 De Havilland Gipsy Moth / Moth X - ВеликобританияUnited Kingdom - 1928 De Havilland Leopard Moth / D.H.85 - ВеликобританияUnited Kingdom - 1933 De Havilland Puss Moth / D.H.80 - ВеликобританияUnited Kingdom - 1929 De Havilland Tiger Moth / D.H.82 - ВеликобританияUnited Kingdom - 1931 Percival Proctor / P.28 - ВеликобританияUnited Kingdom - 1939 Stampe et Vertongen SV-4 - БельгияBelgium - 1933
Flight 1938-10 / Flight

AN AFRICAN RALLY: More than seventy machines appeared at the Lourenco Marques aerodrome for the air rally early last month.In this aerial photograph most of them are seen parked in front of the D.E.T.A. hangar. On the tarmac are this concern's three recently acquired Ju.52s, while on the right there are the four Rapides, the Dragonfly and the Hornet which are also used by the company.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragon Rapide / Dominie / D.H.89 - ВеликобританияUnited Kingdom - 1934 De Havilland Dragonfly / D.H.90 - ВеликобританияUnited Kingdom - 1935 Junkers Ju.52/3m - ГерманияGermany - 1931
Flight 1936-12 / Flight

Другие самолёты на фотографии: Another planes on the photo: Armstrong Whitworth Atlas / Ajax - ВеликобританияUnited Kingdom - 1925 Armstrong Whitworth Siskin - ВеликобританияUnited Kingdom - 1921 Avro Avian / Type 594/616 - ВеликобританияUnited Kingdom - 1926 Avro Cadet / Type 631/643 - ВеликобританияUnited Kingdom - 1932 Avro Five / Type 619 / Six / Type 624 - ВеликобританияUnited Kingdom - 1929 Avro Tutor/Sea Tutor/Prefect / Type 621/646/626 - ВеликобританияUnited Kingdom - 1929 De Havilland Leopard Moth / D.H.85 - ВеликобританияUnited Kingdom - 1933 Saunders-Roe Cutty Sark / A.17 - ВеликобританияUnited Kingdom - 1929
Jane's All the World Aircraft 1938 / 01 - The progress of the world in civil aviation during the year 1937-38

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".

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragon / D.H.84 - ВеликобританияUnited Kingdom - 1932
Flight 1939-06 / Flight

Lord Londonderry, who flew his Hornet Moth into seventh place in the London-Isle of Man race, with his navigator, Flt. Lt. H. T. Ferrand of No. 502 (Ulster) (G.R.) Squadron.
Flight 1937-10 / Flight

Mr. Douglas Fawcett with his Hornet Moth. An experienced mountaineer, he spends much of his time in Switzerland, flying blissfully in all sorts of weather, over, around and among the peaks which he knows so well. He is the brother of Colonel Fawcett, who disappeared while exploring the Amazon.
Flight 1936-09 / Flight

Fig. 2: The Hornet Moth wing at 46 and 70 m.p.h. (superimposed).
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

Hornet Moth fuselages being assembled, probably at Hatfield, with under-fuselage skins in the right foreground.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

THE GIRL OF THE LIMBERLOST: The first photograph of a D.H. Hornet Moth on skis. It was taken at Limberlost, a popular winter sports resort north of Toronto, and with the machine is Mrs. Lee Murray, wife of Mr. Lee Murray, who manages the Canadian De Havilland Company.
Mrs Lee Murray, wife of the Canadian company’s General Manager, stands next to a ski-mounted D.H.87B
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: CF-AYI [2]
D.H.87B CF-AYI was mounted on floats as a demonstration aircraft. After storage it was sold to the British Air Ministry in 1939 for trials as a seaplane trainer, and broken up in 1942.
Flight 1937-03 / Flight
Регистрационный номерRegistry number: CF-AYI [2]
The D.H. "Hornet Moth" Seaplane (130 h.p. D.H. "Gipsy-Major" engine).
As might be expected, the Hornet Moth has an excellent performance as a seaplane. With two occupants and more than 100 lb. of luggage, the machine has a range of 316 miles while cruising at 95 m.p.h. Tests on a Canadian lake, lying some 1,500 ft. above sea level, showed that the Hornet was off a glassy surf ace after a 30-second run.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: P6785 [2], G-AHBM [2]
D.H.87B P6785 was one of four purchased by the British Air Ministry from Canada for trials at Felixstowe as a trainer.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: P6785 [2], G-AHBM [2]
P6785 was civilianised and refitted with conventional landing gear after the war; it remains airworthy as G-AHBM.
Air Pictorial 1956-06 / Air Pictorial's photo-review

Odd! Photographed in Canada, the inscription on the cowl of this D.H.87B (serial 5600) reads: "Royal Air Force Transport Command, North Bay."

Flight 1936-01 / Flight

Mr. J. C. C. Taylor, one of the aviation representatives of Shell-Mex and B.P. Ltd. in the cabin of the new Hornet Moth of which the company has recently taken delivery.
Flight 1936-04 / Flight

LORD LONDONDERRY, during his tenure of office as Air Minister, was a keen pupil and private owner. He retains his interest and is seen above about to try a D.H. Hornet Moth at Hatfield in company with Mr. Peter de Havilland. The machine is actually the London Aeroplane Club's latest latest acquisition, and not "ADIS."
Flight 1936-03 / Flight

The comfortable accommodation, wide field of view and ample luggage space are brought out in this impression of the interior of the new Hornet Moth.
Flight 1935-06 / Flight

The forward part of the fuselage structure. The box on which the seats rest can be used for carrying tools, batteries, etc. The finished cabin is shown in the upper sketch. The right-hand control handle is detachable.
Flight 1936-04 / Flight Advertisements
Aeroplane Monthly 2002-04 / C.Clarkson - D.H.87 Hornet Moth: Flying the Hornet Moth /Database/ (18)

The instrument panel of the Hornet Moth was made of grey walnut and contained all the necessary instruments in a convenient grouping. Underneath the panel was a large locker with spring map-clips. The throttle is visible by the port door.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)
Регистрационный номерRegistry number: G-ADKO
USEFUL LUXURY: A car radio set has been fitted to a private owner's D.H. Hornet Moth by the Philco concern. Apart from its entertainment value, this equipment should be useful now that regular meteorological broadcasts are made during the day, and this photograph shows how neatly it has been installed. The Hornet is owned by Mr. Derek Schreiber. Results appear to have been satisfactory despite the lack of ignition screening.
In 1936, G-ADKO, owned by Mr Derek Schreiber of Suffolk, was fitted with a Philco car radio set (bottom left). The data panel in the centre includes a warning note that the Hornet Moth flies “rather more nose down than other types”.

Air-Britain Archive 1989-03 / Casualty Compendium (34)
Регистрационный номерRegistry number: ZS-AKF
As a puzzle this is probably too easy since the type and registration are all too evident. The wings were designed to fold, but not the tailplane.
ZS-AKF Hornet Moth c/n 8118, owner/pilot Peter Campbell, crashed on landing in grounds of Hilton College on 5.6.37. No casualties but the aircraft was a write-off. According to our "Civil Aircraft Registers of Africa" (1981 edition) it was only registered in South Africa in 6.37.

Flight 1936-01 / Flight Advertisements
Flight 1936-04 / Flight Advertisements

“Gone for ever are the days of draughty cockpits” - de Havilland emphasised the “quietude” of the D.H.87 in contemporary advertisements.
Flight 1936-12 / Flight Advertisements
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

To illustrate a technical article on the Hornet Moth in the June 19, 1935 issue of The Aeroplane, artist J.H. Clark provided this cutaway drawing, with his characteristically unusual sense of perspective.
Flight 1935-06 / Flight

Operating system of the dual rudder control: the wheel brakes are linked up to the rudder pedals for differential operation.
Flight 1935-06 / Flight

The wing construction of the "Hornet Moth" is of wood. The root of the lower starboard wing is shown, with trailing edge raised to meet the corner of the fuselage.
Flight 1935-06 / Flight

The tail surfaces are of normal De Havilland form, but trimming "tabs" are fitted on the elevators and the tailplane is fixed. The right-hand sketch shows the tailplane structure.
LEFT The tail surfaces of the Hornet Moth were of standard de Havilland form, with additional trim tabs fitted on the elevators.
RIGHT This sketch of the tailplane shows the spindled spars and the distinctive rib construction, with upper and lower strips braced by ply “biscuits”.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

This de Havilland assembly-drawing of the Hornet Moth’s tailwheel shows the rubber-in-compression shock-absorber.
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

This diagram shows the principal installation connections for the 130 h.p. Gipsy Major IC engine: 11) Cold air intake; 12) Crankcase breather connection; 13) Oil pressure gauge connection; 14) Fuel supply connection (gravity feed); 15) Induction manifold heater muff; 16) Exhaust ports (four); 17) Cylinder head temperature gauge connection (one on each cylinder head; used only when gauge is fitted).
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

A company schematic diagram showing diagram the relatively simple fuel system of the D.H.87A.
Jane's All the World Aircraft 1938 / 03 - All the world's aeroplanes

The D.H. "Hornet Moth."
Aeroplane Monthly 1978-09 / de Havilland D.H.87 Hornet Moth /Preservation Profile/ (65)
Flight 1935-06 / Flight

D.H. "Hornet Moth" Gipsy Major Engine
Aeroplane Monthly 2002-04 / S.McKay - D.H.87 Hornet Moth /Database/ (18)

de Havilland D.H.87 Hornet Moth

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