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de Havilland DH.89

Dragon Rapide & Dominie By Adrian M. Balch

DESIGN AND DEVELOPMENT The de Havilland Dragon Rapide has been a much loved twin-engined bi-plane icon of the 1930s British aviation industry. Even today there are seven airworthy in the UK, and many countries have at least one airworthy across the world, giving pleasure to those that enjoy a flight in them. Many major aviation museums across the world have a Dragon Rapide on display, and there are others ‘waiting in the wings’ to be restored to fly again. In the summer of 1933, work began on the design and construction of a fast ten-seat, four-engined airliner to an Australian requirement, known as the DH.86 Express. A new and more powerful engine was Published by Guideline Publications Unit 6 Kensworth Gate, 200-204 High Street South, Dunstable, Bedfordshire LU6 3HS. Tel: +44 (0)1582 668411 Email: [email protected] www.guidelinepublicatons.co.uk Copyright © Guideline Publications

developed for the DH.86, a six-cylinder version of the Gipsy Major, known as the Gipsy Six. From the successful DH.86 design emerged the DH.89. As with previous designs, it was the work of de Havilland’s design staff headed by Mr. A.E. Hagg. In appearance the DH.89 closely resembled the larger DH.86, as it employed the same fuselage, tapered wings, engine nacelles and spatted undercarriage, but all scaled to the twin-engined Dragon concept. On April 17, 1934, the prototype De Havilland Aircraft DH.89 Dragon Six (E4/CH-287) flew for the first time from Hatfield in the hands of Captain H.S. Broad, the senior test pilot at de Havilland. The aircraft was essentially a cross between an improved DH.84 Dragon and a twin-engine, Below: The prototype the following month, now registered CH-287 to Herr R. Herzig of the Ostschweiz Aero Gesellschaft for service between St.Gaul, Zurich, and Berne in Switzerland.

Above: The prototype DH.89 Dragon Six in April 1934. (BAe Systems)

scaled-down version of the four-engine DH.86 Express. The prototype’s Certificate of Airworthiness trials took place at Martlesham Heath during May at an all-up weight of 5,000lb, with accommodation for six passengers and 140lb of luggage. During the trials, it was discovered that on reaching a speed of around 175mph the extreme nose collapsed with a loud bang; as a result the maximum permissible speed was restricted to 160mph for all Dragon Rapides. On its return to Hatfield in May, the prototype was sold to Herr R. Herzig of the Ostschweiz Aero Gesellschaft for service between St.Gaul, Zurich and Berne in Switzerland. It was registered as CH-287 and HB-ARA from November 1934. Bought by Swissair in March 1937 and re-registered HB-APA on 19 April 1948, then sold again in 1954. It last flew in 1960 and sadly was burned in 1965.

All rights reserved This book shall not without the written consent of the publisher, be lent, resold, or otherwise disposed of by way of trade in excess of the maximum recorded retail price.

All rights reserved No part of this publication may be reproduced, stored in a retrieval system, stored in a database and / or published in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publisher. For written permissions contact Tom Foxon at: [email protected] Whilst every care is taken to avoid mistakes Guideline Publications Ltd. and Guideline Licensed Publications Ltd. cannot be liable in any way for for any errors or omissions

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Even while the prototype was being built, plans were going ahead for series production, with the first customer being Mr.Hillman of Hillman Airways, who ordered one example for test purposes registered G-ACPM. This led the way to further orders coming in, as it was clearly built as the short-haul aircraft of the era, and despite its primitive plywood design, it proved to be of sound construction. Production aircraft were known as the Dragon Rapide or simply the Rapide with the majority being the DH.89A variant, which was fitted with small trailing edge flaps. G-ACPM made the first public debut of the Dragon Six at Hatfield on 13th July, when it was entered in the 1934 King’s Cup Air Race by Viscount Wakefield of Hythe. Unfortunately, it entered a hail storm over Waddington in Round 2, Heat 9, resulting in severe damage to the wings. Captain Broad had to retire after completing the earlier heats at an average speed of 158mph Luck was clearly not on the side of G-ACPM, as three months later, following delivery to Hillman

Airways, tragedy struck on 2nd October when it crashed into the sea near Folkestone during rain, low cloud, and poor visibility, with all seven occupants being killed. A special Dragon Six was built for the Melbourne Centenary Air Race Committee as an entry for the now famous 1934 England to Australia Air Race. Registered ZK-ACO and named ‘Tainui’ after the first Maori war canoe to reach New Zealand, it was fitted with three extra semi-cylindrical fuel tanks in the fuselage, holding 230 gallons in total, which extended its range to approximately 1,000 miles. Piloted by S/Ldr. J.D. Hewett and Mr.C.E. Kay, with Mr.E. Stewart as radio operator, they were the eleventh aircraft to depart Mildenhall on 20th October. Despite a forced landing at Boulogne and a damaged wing at Cloncurry, Australia, they went on to take sixth place in the Handicap race after flying 106 hours, 51 minutes, and 28 seconds. In the Speed race, they achieved fifth place after 330 hours, 51 minutes, and 10 seconds from Mildenhall.

Above: ZK-ACO named Tainui at Mildenhall in 1934 preparing to depart on the EnglandAustralia Air Race. (Flight photo via Philip Birtles)

Improvements were made to the design, to increase comfort and operational efficiency. The 60th Rapide, G-ADWZ, was retained at Hatfield by de Havilland for trials in November 1935. The rear windows were lengthened, a landing light was installed in the tip of the nose, and cabin heating was provided by channelling hot air from the exhaust pipes. The wingtips were thickened and the cabin was furnished with five seats and a toilet. The gross weight was increased to 5,500Ib by suitable strengthening, therefore increasing the payload by 500lb. Trials too place at Martlesham Heath in March and April 1936, following which the Rapide was cleared at the new all-up weight. Although the flying characteristics of early Rapides were good without any issues, it did require a competent pilot to land it without ‘floating’. In 1935, it had been suggested that flaps would help the Rapide’s reluctance to return to earth, but it was not until November 1936 that flaps were tested on the 93rd airframe. Flight trials were made in February 1937, by which time de Havilland had announced that the 1937 model would be fitted with flaps as standard, metal propellers as an operational standard, and a downward recognition light as normal night-flying equipment. Consequently the Rapide’s designation was changed to DH.89A. Prototype ‘E4’ became G-AEOV in March. As earlier Rapides came in for overhaul, they were converted with flaps fitted. INTO PRODUCTION

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The type immediately gained orders in both the home and export markets with a significant number of pre-war British operators, including Hillman Airways, Railway Air Services, Olley Air Services, Northern & Scottish Airways, and Jersey Airways.

Left: Dominie production at Hatfield in the late 1930s. (BAe Systems via Philip Birtles)

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Right: Railways Air Services bought eight Dragon Rapides in 1936 including G-ACPP City of Bristol. (Author’s collection)

Production was now in full swing. The first overseas order was for G-ACZE, the first of two Dragon Sixes for the Anglo-Persian Oil Company, which left Heston airport on delivery on 19th December 1934, arriving at Almaza, Cairo, on Christmas Day. This was followed by G-ACZF in February, both being based at Abadan on the Persian Gulf and operated by Airwork Ltd for quick communications between the oil-shipping base located there and the surrounding oilfields in the desert. Although the new design was initially named ‘Dragon Six’, it was changed to Dragon Rapide early in February 1935 Other oil companies also ordered Rapides in the Middle East, including the Iraq Petroleum Transport Company Also, three were used by The Asiatic Petroleum Company for communications between oil prospecting sites in Netherlands New Guinea. Overseas orders were now coming in rapidly from Australia, India, Ireland, Turkey, Iran, Romania, Yugoslavia, China, Kenya, Rhodesia, New Zealand, Singapore, Finland, and South Africa. Export orders before the outbreak of war totalled 205 aircraft, the last being VT-ALO for Tata Airlines in India. A total of 728 DH.89 Dragon Rapides and Dominies were built, 346 of which were Dominies built by the Brush Coachworks in Loughborough in addition to a combined total 380 Dominies and Rapides built at Hatfield. Two aircraft were also built from spares at Right: G-ACPR was another of Railway Air Services Rapides, named City of Birmingham. On an overall silver doped finish, the cheatline was red and dark green. (Author’s collection)

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Below: Olley Air Services was one of the first customers for the Rapide in 1935, including GACYR, which earned fame later (see entry for Spain). (via Philip Birtles)

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Right: The sumptuous leather seating interior of G-ADDD. (via Graham Simons)

UK Monarch to pilot their own aircraft. G-ACTT was delivered to Hendon on April 27, 1935 and maintained by 24 Squadron, but was little used and sold in March 1936. It was impressed into RAF service as X8509 in March 1940, but damaged beyond repair in July 1941. As replacement for G-ACTT, G-ADDD was delivered on June 8,1935 and was the first aircraft to carry a reigning monarch when, as King Edward VIII, he flew from Bircham Newton to Hendon on January 21, 1936, the day after King George V died. GADDD was used on several military occasions, including the Royal Review of the RAF at Mildenhall on July 8, 1936. After Edward abdicated on December 10, 1936, G-ADDD was sold in May 1937 to Western Airways. It was finally allocated a RAF serial, AW116, when impressed into RAF service in July 1940, but never saw service and was Struck Off Charge on May 22 1941. There have since been several privatelyowned Dragon Rapides repainted in the King’s Flight ‘Brigade of Guards’ colours of Carmine Red and Oxford Blue , including G-ACZE owned by Brian Woodford in the 1980s and G-AJHO, which was painted with the ‘period’ registration letters ‘G-ADDD’ between May 20 1987 and October 10 1988, but this was never officially sanctioned by the CAA. It made a rare appearance in these markings at the Queen’s Flight Families Day on July 9, 1988, but the aircraft did not last Right: The author’s 1/72 scale models of the two Royal Dragon Rapides, G-ACTT and G-ADDD in the Carmine Red and Oxford Blue Brigade of Guards colours. (Author)

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Below: Brian Woodford’s Dragon Rapide, GACZE, painted in the Brigade of Guards colours representing a King’s Flight aircraft, seen at Old Warden on 31 May 1987 (Author’s photo)

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Above: G-ACZE seen getting airborne at Woburn during the DH Moth Club’s Meet on 20th August 1989. (Author’s photo) Left: A beautifully-lit starboard side shot of GACZE in its King’s Flight colours inbound to Woburn on 20 August 1989. (Vic Cook)

long! Shortly after take-off from Kidlington, Oxfordshire, on February 5 1989, G-AJHO had a fire in the starboard engine. Just after setting a heading at 1,500 feet, the starboard engine failed, and during a turn back to the airport, the wing, outboard of the failed engine, was seen to be on fire. An emergency landing was made in a suitable field below, five miles south of Kidlington, but towards the end of the landing run the wheels dug into a soft patch of ground and the aircraft overturned. The pilot managed to escape unhurt, but the aeroplane itself finished up completely burnt out. WORLD WAR TWO

With the outbreak of the Second World War, the type gained a new lease of life, entering RAF service as the Dominie in navigational training (Mk.I) and communication roles (Mk.II). 731 Dominies were operated by both the RAF and Royal Navy, including a number in air ambulance and transport roles. Two DH.89A Rapides were presented to the RAF by the Silver Thimble Fund to be operated by 24 Sqn as ambulance aircraft. They were Z7258 ‘Women of the Empire’ and Z7261 ‘Women of Britain’. Originally civilian aircraft, Z7258 (formerly GAFMH) and Z7261 (G-AFMJ) were impressed into the RAF in July 1940. Following several successful air ambulance operations, including flying six wounded Catalina crew from Scatsta, Shetland, to

Centre left: A very rare photo of Dragon Rapide G-AJHO painted in King’s Flight colours as ‘GADDD’ at RAF Benson on 9 July 1988, during the Queen’s Flight Families Day. On 5 February 1989, it was totally destroyed by fire in a take-off accident at Oxford-Kidlington. (Author’s photo) Left: Another representation of King’s Flight Rapide ‘G-ADDD’, this is really DH.89A Mk.6 N89DH, seen at Virginia Beach on 22 May 2010. (Author’s collection)

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Above: In their dark green overall scheme are the two Lithuanian Air Force DH.89Ms, 701 and 702, seen at Hatfield in April 1937 about to depart on delivery. In July 1941, they were captured by the Luftwaffe. (BAe Systems via Philip Birtles)

Left: 701, one of two DH-89Ms delivered to the Lithuanian Air Force at Schiphol on delivery in April 1937. (Author’s collection)

consecutively in a ’K’ series. The Unit was disbanded in 1946 and the aircraft restored to the Kenyan civil register.

Lithuania Another military customer was the Lithuanian Air Force, who received two DH.89Ms in April 1937, painted in an overall dark green scheme.

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Netherlands Royal Netherlands Air Force Four DH.89B Mark II Dominies were operated by No. 334 Squadron between 1944 and 1956. One is preserved in the RNLAF Museum at Soesterberg. This Dominie started service with the Royal Netherlands Air Force in Sep 1944, initially with its former RAF serial NF689. It briefly flew as PH-RAE in March 1946, before being reserialled as V-3 in March 1947. Operated for the United Nations in Israel in 1948 as PH-VNC, coded ‘7’, it went to KLM as PH-TGC in November 1952, then became PH-OTA in May 1954. Registration was cancelled in November 1966 Left: Domine ‘V-2’ of the Royal Netherlands Air Force in Dark Earth/Dark Green camouflage during 1944. (Philp Birtles collection)

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Right: After the war, the Dutch Dominies shed their camouflage for an overall silver finish as seen here on ‘V-3’ in 1947. (Philip Birtles collection)

and it was placed on display for a short while in the playgrounds of the Avifauna Birds Zoo in Alphen aan de Rijn, Netherlands in 1967. It was acquired by the Militaire Luchtvaart Museum in Dec 1968.

New Zealand Royal New Zealand Air Force The RNZAF operated nine Dominies serialled NZ523-531, which were delivered in late 1943, preceded by five Dragon Rapides. These were serialled NZ555-‘559, and were originally delivered as civil aircraft in the late 1930s. Orginally ZK-AEC with Cook Strait Airways, NZ555 was impressed into the RNZAF at Ohakea on 15 October 1939 for a cost of 20,500 pounds. All five were converted as navigation and bombing trainers and operated by the Air Gunners and Observers School at Ohakea. NZ555 was dismantled and shipped to Fiji on Kaiwarra in October 1940 and served with the RNZAF Detached Flight at Nandi. Transferred to No.4 Bomber Reconnaissance Squadron from 8 October 1941, it passed to the Communications Flight at Nausori on 25 June 1942. Finally, it was scrapped in Fiji on 19 September 1945 due to airframe deterioration caused by tropical conditions, and written off on 19 November 1945. NZ556 was previously ZK-AED Venus

deterioration caused by tropical conditions and written off on 4 July 1943. NZ558 was delivered to Cook Strait Airways on 23 November 1938 as ZK-AGT Neptune. It was impressed into the RNZAF at Ohakea on 15 October 1939. Unlike the others, it was retained in New Zealand and operated by No.42 Transport Squadron as a communications and training aircraft until February 1944, when it was sold to Air Travel (NZ) Ltd, becoming ZK-AHS on 30th November 1944 after overhaul and rebuilt by de Havilland Aircraft of New Zealand, operated by them until the company was taken over by NZNAC on 1 November 1947. It passed to NAC as Huia and later Mokai from June 1948 until sold to West Coast Airways in January 1957. It then passed to

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Below: Retaining its minuscule British military serial, NF869, on the tail fin is former DH.89A Dragon Rapide PH-OTA, restored to its original military marks as ‘V-3’ of the Royal Netherlands Air Force and seen preserved at Soesterberg in July 1980. (Author’s collection)

with Cook Strait Airways. It was also impressed into the RNZAF on 15 October 1939 and shipped to Fiji, arriving at Lautoka on 06 November to serve with the RNZAF Detached Flight at Nandi. It was torn from pickets during a hurricane at Lautoka on 20 February 1941 and wrecked. NZ557, previously ZK-AEW Mars with Cook Strait Airways, was impressed into the RNZAF AT Ohakea on 15 October 1939 and also shipped to Fiji, to serve with the RNZAF Detached Flight at Nandi. On 15 March 1941 it made the first flight into the new aerodrome at Tonga, returning to Fiji on the 17th. It was assigned to No.4 Bomber reconnaissance Squadron on 4 October 1941, then to the Communications Flight at Nausori on 25 June 1942. It was scrapped in Fiji due to airframe

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Right: The original DH.89 G-ACYR of Olley Air Services, preserved in the Museo del Air at Cuatro Vientos, Madrid, 29 August 2010. (Richard Vandervord) Below right: Armed DH.89M ‘40-2’ of the Spanish Nationalist Air Force in 1936. (Author’s collection)

United Kingdom Royal Air Force Production of the Rapide continued at Hatfield during 1938 and 1939 without further development to its design, with 205 aircraft having been built. Among the dozens of orders received during those two years, three were to have far-reaching effects on the type’s future. The first was an Air Ministry Contract for two communications Rapides, P1764 and P1765, for No.24 Squadron, the first of which flew in overall red priming dope and Type ’B’ markings during September 1938. This was used for experimental flight tests for a Dowty levered suspension undercarriage.

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dorsal fin, which was an arrangement designed to counter the aerodynamic problem caused by a dorsal gun position. Firing through a hatch in the floor was a Vickers F machine gun, and racks below the fuselage carried twelve 12kg bombs. Another Vickers gun, firing forward, was installed in the port side of the nose for the pilot’s use. The bombaimer/rear gunner had the use of a Marconi wireless set and cameras could be mounted vertically in the fuselage. The aircraft could easily be converted as troop transports or for ambulance duties. Shortly after the Rapides arrived, a Popular Front government was elected in Spain. As tensions rose, it was decided to base the DH.89Ms near Madrid rather than in the Sahara, so they were sent to the Escuela de Vuelo y Combate (Air Combat Training School) at Alacala de Henares. However, once there, it was found that senior officers were fomenting trouble, so the DH.89Ms were transferred to Getafe. At the outbreak of the civil war, the Dragon Rapides were heavily involved, including G-ACYR of Olley Air Services, which on 11 July 1936 was chartered to fly journalist Luis Bolin and three spurious holidaymakers, Major Hugh Polard, his daughter Diana, and her friend, Dorothy, from Croydon to Gando airfield on Las Palmas in the Canary Islands. The object was to provide an aircraft to take General Franco to Tetuan in Spanish Morocco to take command of the Spanish Army and start a rebellion in earnest. Afterwards, G-ACYR returned to Croydon via Lisbon and France, to continue a busy life with Olley Air Services. In the Spanish Air Force Museo del Aire at Cuatros Vientos, Madrid, are two Dragon Rapides. G-ACYR in Olley Air Services colours, was the actual aircraft in which Captain Cecil Bebb, a British MI6 officer and freelance pilot, flew General Franco from the Canary Islands to Spanish Morocco in July 1936, a journey that was to trigger the onset of the Spanish Civil War. The Rapide was presented to Franco as a gift after WW2.

This was followed by a second order from Airwork Ltd. for nine aircraft to be fitted out as navigation trainers for Mr. C.W. Martin’s School of Navigation at Shoreham. Following the Air Ministry policy under the expansion scheme, this employed civil organisations by Type ‘A’ contract, the school becoming No.6 Central Air Navigation School with Airwork operating the Rapides. In September 1939, their base was moved to Staverton, where they were renamed No.6 Observers’ Navigation School. Now wearing RAF camouflage, the school’s fourteen Rapides were finally taken over by the RAF under Contract 34983/39 from 15 July 1940. This was followed by a third order for two RAF Rapide trainers, P9588 and ’89 for No.2 Electrical & Wireless School at Yatesbury, backed up by three more contracts for another 37 aircraft during 1939. At the outbreak of war on 3 September 1939, many Rapides were pressed into British military service under the designation DH.89B Dominie. They were typically used for passenger transportation and radio navigation training. No.24 Squadron at Hendon received twenty-four civil Rapides between 8 September and the critical days of May/June 1940 to act as communications aircraft between England and France. Ten were lost

Left: Originally G-AERN and later EC-AKO, this Dragon Rapide is painted as ‘40-1’ in Spanish Nationalist Air Force colours in the Museo del Air, Cuatro Vientos, depicted there on 29 August 2010. (Richard Vandervord)

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L Above: A few Dominies were still in RAF service in the early 1950s, including HG715 '5' of the Empire Test Pilots School at Farnborough in 1955. (Philip Birtles collection) Left: RAF Dominie, HG729 'RCH-F', of No.64 Group Communications Flight in 1948. (Godfrey Mangion collection)

during the evacuation of France. In 1940, de Havilland at Hatfield received a further substantial order for 150 Rapides, which were to be known in RAF service as Dominies. By

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Below: G-AIYR of Classic Wings in its original late 1940s colours as RAF HG691 in its element over Duxford on 24 July 2012 (Courtesy: Terri Butcher/ Classic Wings)

the time production ceased in July 1946, 523 had been built. The navigation and W/T trainer became the Mk.I, and the communications version that appeared in 1945 became the Mk.II. Most of the Rapides pressed into service with No.24 Sqn in 1939/40 were subsequently impressed into the RAF and their civil

registrations gave way to military serials. Others were impressed for Army co-operation duties, with fourteen being retained to maintain scheduled skeleton services within the British Isles. In all, 43 Rapides were impressed into RAF service in the UK, two in the Middle East, and nine in India. RAF Squadrons operating Dominies were Nos.24, 173, 225, 271, 510, 526, 527, and 614, plus No. 2 Radio School. In total, the British military ordered over 500 DH.89 Dominie aircraft with the more powerful Gipsy Queen engines. To increase production, the firm Brush Coachworks Ltd. was contracted to build these aircraft as well, and this firm ended up building the larger portion of this contract. By the end of the war, 731 examples were built.

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L DH.89 Dragon Rapide IN DETAIL

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All author’s photos except where credited

1. Nose of DH.89A G-AGJG, compared with nose shape of its predecessor, the DH.84 Dragon behind.

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4. Cockpit of DH.89A Dragon Rapide G-AHAG, 15 June 2014.

5. Forward seating in DH.89A Dragon Rapide GAHAG, 15 June 2014.

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2. Cockpit of DH.89A Dragon Rapide G-ACZE at Membury, 30 October 2013.

3. DH.89A Dragon Rapide G-AHAG Wellsbourne, Mountford, 15 June 2014.

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L 8

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6. Interior view of DH.89A Dragon Rapide G-AGJG, 28 May 2006. 7. Extended tail fin on military DH-89Ms fitted with dorsal fuselage gun facility, 1937. 8. Interior view of DH.89A Dragon Rapide G-AHAG, 15 June 2014.

9. Looking towards the cabin rear of G-ACZE, ‘Royal standards’ were maintained with a built-in cocktail cabinet! 10. Tail detail and badge on GAGSH in September 1973.

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11. Forward fuselage of G-ACZE painted in 1935 King’s Flight colours.

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L

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DH.89M, 22-1 (c/n 6310, G-ADYK), Fuerzas Aéreas de la República Española, Getafe, 1936. The fuselage was painted olive green, while the tail and wing surfaces were white. The engine nacelles were painted black.

DH.89M, 22-2 (c/n 6311, G-ADYL), Alas Rojas Squadron, Sarinena, 1936. Overall dark green with a red nose and fuselage band. The wings were painted silver with red stripes. This aircraft was shot down by Spanish Nationalist He51s over Almudevar.

DH.89A Dragon Rapide, F-ARIK (c/n 6425), Societe Francaise de Transports Aeriens, impressed by Spanish Republicans, Escuela de Polimotores de Totana, Murcia, 1938. Dark green and grey-blue finish with a red nose, wing tips and fuselage band.

DH.89A Dragon Rapide, 40-2, (c/n 6277, G-ADCL) 'Capitan Vela', Spanish Nationalists, 1936. The upper surfaces were finished in sand and light green. The lower surfaces were pale blue. The rudder and wing tips were white. Other markings were black.

DH.89M, 701 (c/n 6348), No. 3 Sqn, Lithuanian Air Force, Šiauliai Air Base, April 1937. TThe fuselage and wing upper surfaces were painted in dark green, while the wing undersides were painted silver. The national markings were black and white.

DH.89M, c/n 6348, JG 54, Luftflotte 1, Vilnius, June 1941. This aircraft was initially captured by the Russians in June 1940. Afterwards, it wascaptured by the Germans during Operation Barbarossa. JG 54, a Luftwaffe fighter squadron, used it for communication duties. The dark green was painted over in a hastily applied sand colour.

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L

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DH.89A Dominie, D1(c/n 6881, NR805), 15 Wing, No. 21 Squadron, Belgian Air Force, Florennes Air Base, early 1950s. Overall silver dope finish with black codes and serials.

DH.89B Dominie, V-3 (c/n 6740, NF869) ‘Gelderland’, No .1 TransVa, Royal Netherlands Air Force, late 1940s. Finished in overall silver dope with black serials. Note the ‘FN869’ painting error of the RAF serial on the tail.

DH.89A Dominie, 2307 (c/n 6899, NR835), Força Aérea Portuguesa, BA1 Sintra, 1950s. Finished overall in silver dope. The engine nacelles and wing struts were painted dark blue. The serials were black and were painted only on the underside of the port wing. Used for aerial survey/photographic work.

DH.89A Dragon Rapide, L.9-7 (c/n 6383, F-AQIM), Grupo de Estado Mayor, Ejército del Aire, Getafe Air Base, early 1946. Overall silver finish with light blue undersides and black engine nacelles.

DH.89A Dominie, 1301 (c/n 6806, NR718), Squadron 1, Israeli Air Force, Palestine, late 1948. It previously carried the serial S-71 in the earlier IAF numbering system. The camouflage scheme consisted of green and brown upper surfaces and grey undersides. This aircraft was used as an air ambulance during the 1948 war.

DH.89A Dragon Rapide, G-ALWP (c/n 6707, HG722), Croydon, 1950. Seen soon after civilianisation. RAF markings and serials were still visible, as well as its scheme of Dark Earth, Dark Green and yellow. Note the crudely painted civilian registration and crossed-out markings.

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L

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G d 2 u 0 i n u P e b 2 2 G e © 0 2 i l l d u i i n c u P e b 2 2 © 0 2 Gu id lin e l u i c P e b 2 20 2 G id li e a l u i t n c u i P e b 2 o G a e i l l d u 02 2 i i t n c u i P e b o G a e i l l d 2 u n i i t n c u i P e b s o G a e i l l d 2 u n i i t n c u i P e b s o G id li e a l u ui el ne P bl ica tio ns Li d ui el ine P ubl ica tio ns Lim de in P ub ic ti ns L i o i t a id lin e m l u n i L t c i el e Pu bl a o s im ite in P b ic tio ns Li i d lin e P ub lic ati n L m ted i s o i t a e m l e u i t n L

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