The de Havilland DH.60 Moth is a British two-seat touring and training biplane from the 1920s, which was further developed into a family of aircraft by the de Havilland Aircraft Company.
Development
Originating from the larger DH.51 biplane, the DH.60 was introduced as a smaller model.[1] Geoffrey de Havilland piloted the prototype DH.60 Moth (registration G-EBKT), powered by an ADC Cirrus engine, on its maiden flight at the company's Stag Lane Aerodrome on 22 February 1925. Constructed primarily of wood, the two-seat biplane featured a plywood-covered fuselage and fabric-covered wings and tail surfaces, with a conventional tailplane comprising a single stabilizer and fin. A notable design element included folding wings, enabling owners to store the aircraft in more compact hangar spaces. Interest from Sir Samuel Hoare, then Secretary of State for Air, led to Air Ministry subsidies supporting five flying clubs equipped with Moths.
The prototype underwent modifications including the addition of a horn-balanced rudder, which became standard on production models. It competed in the 1925 King's Cup Race with pilot Alan Cobham. Subsequent deliveries were made to flying schools across England. One early variant was adapted with an all-metal twin-float undercarriage, marking it as the first seaplane version of the Moth. Initial production models were designated Cirrus I Moths.
For the 1927 King's Cup Race, three aircraft received internal upgrades and were fitted with Cirrus II engines mounted lower on the airframe. Initially labeled DH.60X for experimental testing, this designation was soon replaced by Cirrus II Moth. The DH.60X code was later reassigned in 1928 to versions powered by the Gipsy I engine featuring a split axle undercarriage. Although production of the DH.60X Cirrus Moth ceased in favour of newer Gipsy-powered variants, it remained available through special orders.
Gipsy engine
While the Cirrus engine proved dependable, its production was constrained due to reliance on parts sourced from surplus World War I 8-cylinder Renault engines, limiting quantities to the available stock of these Renault components. To address this, de Havilland opted to substitute the Cirrus with a newly designed engine by Frank Halford, manufactured within de Havilland's own facilities. In 1928, with the introduction of the de Havilland Gipsy I engine, the company retrofitted a DH.60 Moth G-EBQH with this powerplant, creating the prototype DH.60G Gipsy Moth.
Beyond delivering enhanced power, a significant benefit of this upgrade was that the Gipsy represented an entirely new engine that could be produced in quantities matching the demand for Moths. These engines were manufactured internally alongside Moth airframes on the assembly line. This vertical integration allowed de Havilland to oversee complete aircraft production—from airframe to engine—thereby improving efficiency and ultimately reducing manufacturing expenses. Although the original DH.60 was priced at a relatively affordable £650, by 1930 the cost of a new Gipsy-powered Moth remained £650 despite its superior engine.
The metal-fuselage variant known as the DH.60M Moth was initially developed for export markets, notably Canada. Production of the DH.60M also took place under license in Australia, Canada, the United States, and Norway. Additionally, in 1931, a military training version derived from the DH.60M was introduced as the DH.60T Moth Trainer.
In 1931, after upgrading the Gipsy engine to the Gipsy II model, de Havilland inverted this engine design and renamed it the Gipsy III. This inverted engine was installed in a modified Moth airframe designated as the DH.60G-III Moth Major, aimed primarily at military training applications; some of these aircraft were delivered to the Swedish Air Force.
The DH.60T Moth Trainer received the Gipsy III engine and was initially renamed the DH.60T Tiger Moth. Subsequent modifications included swept-back main wings and repositioning of the cabane struts forward to facilitate quicker exit from the front cockpit during emergencies. These extensive changes resulted in another re-designation, with the aircraft becoming known as the DH.82 Tiger Moth.
Aside from its powerplant, the new Gipsy Moth retained most features of a standard DH.60. The fuselage remained unchanged except for adaptations needed to fit the new engine; exhaust pipes continued along the left side of the cockpits, and the emblem on the right side still displayed 'De Havilland Moth'. The fuel tank remained housed within the bulged airfoil forming the centre section of the upper wing. The wings preserved their ability to fold alongside the fuselage and maintained de Havilland’s patented differential ailerons on only the lower mainplanes, with no ailerons on top wings. Colour schemes stayed straightforward: wings and tail surfaces were finished in "Moth silver," while fuselage colors could be selected by buyers according to preference.
Operational history
The Gipsy Moth quickly established itself as the primary recreational aircraft within British flying clubs, largely due to the absence of a direct competitor to the original DH.60 and its successor, the DH.60G. By 1929, it was estimated that 85 out of every 100 aeroplanes in Britain were some variant of the Moth, predominantly Gipsy Moths. This dominance persisted despite de Havilland's transition from using the Cirrus engine to its proprietary Gipsy engine, which resulted in a surplus of Cirrus-powered aircraft such as the Avro Avian, Klemm Swallow, and Miles Hawk competing for attention in flying clubs and among private owners.
Although production shifted to the DH.82 Tiger Moth, the Gipsy Moth continued to be a cornerstone of British aviation until the outbreak of World War II. The war effectively ended the Gipsy Moth’s prominence, and after hostilities ceased, ex-RAF Tiger Moths rapidly replaced it in civilian use.
DH.60 Moth in flying clubs
The DH.60 arrived at an opportune moment, coinciding with the establishment of the first five Royal Aero Club flying schools and clubs in 1925, the same year as its inaugural flight. Its blend of simplicity and performance made it the preferred aircraft for these organizations. The revenue generated from these sales enabled de Havilland to focus on refining the Moth into a widely produced and accessible aircraft. The relationship was mutually beneficial: flying clubs thrived because of the Moth, and vice versa. Even as newer aircraft emerged, the Moth remained integral to club operations for many years.
De Havilland’s practice of painting the wings and tailplane silver was complemented by flying clubs adopting distinctive fuselage colors to identify their aircraft. For example, London Aero Club planes featured yellow fuselages along with matching struts and wheel caps; Newcastle’s were red; Midlands’ aircraft bore green; and Lancashire’s were blue. Registration markings appeared in black on the wings and either black or white on the fuselage depending on the club color scheme.
As the Royal Aero Club promoted flying clubs throughout the Commonwealth, de Havilland established subsidiaries in Australia and Canada to supply local clubs with Gipsy Moths. Canadian models were sometimes equipped with detachable canopies suited for winter conditions. Licensed production also took place at several other facilities: Larkin Aircraft Supply Company in Australia produced 32 DH60 Cirrus Moths for the Royal Australian Air Force (RAAF); the Munitions Supply Board built six DH60Ms; Commonwealth Dockyards constructed one DH60G for the RAAF; Genairco manufactured three DH60X models; while de Havilland’s Australian factory produced seven DH60G Gipsy Moths.
Additional manufacturers included Morane-Saulnier in France (40 units), Moth Aircraft Corporation in the United States (18 DH60Gs and 161 DH60Ms), de Havilland Canada (40 units), and Norway’s Army Aircraft Factory (10 units).
It is important to note that Genairco in Australia, after refurbishing six DH60 Cirrus Moths for the RAAF and producing three DH60X Cirrus II Moths locally, developed their own derivative biplane known as the "Aussie Moth." This design retained much of the DH60 fuselage structure but incorporated enhancements such as a wider front cockpit accommodating two seats, larger cockpit doors, and modified wing and rudder shapes. Initially referred to as "Genairco Moths," these nine later aircraft—including two cabin biplanes—are more accurately classified as Genairco Biplanes rather than variants of the DH60 Moth, despite some production records listing them under DH models.
While the majority of Gipsy Moths were owned by flying clubs, the aircraft gained prominence among the elite after the Prince of Wales acquired a Gipsy Moth (G-AALG) for personal use. This endorsement elevated the Moth's status within affluent circles. Additionally, the aircraft was notable for numerous record-breaking journeys. The renowned solo aviator Sir Francis Chichester, known as the 'Lonely Flyer', piloted his Gipsy Moth from England to Australia, continued on to New Zealand, and then traversed the Pacific en route to Japan. Although his initial ambition was a global circumnavigation, an accident in Japan led him to abandon flying in favor of sailing. (Chichester later named his yachts 'Gipsy Moth II', 'Gipsy Moth III', and most famously, 'Gipsy Moth IV'.)
Among pioneering female pilots, London-based secretary Amy Johnson flew her Gipsy Moth (G-AAAH "Jason") on an 11,000-mile (17,703 km) journey to Australia in 1930. Similarly, Jean Batten utilized a Gipsy Moth for her flights from England to India and England to Australia; the aircraft used for the India trip was G-AALG, borrowed from Victor Dorée, its owner at the time. In March 1928, Mary Bailey completed a solo flight in her Cirrus Moth from Croydon to Cape Town over three weeks and returned the following year.
Despite vigorous promotion of the DH.60T as a military trainer, initial interest was limited. The Royal Air Force (RAF) initially procured only a few units for evaluation and concluded that several features of the Moth did not align with their military training requirements. Nevertheless, by 1931, the RAF had acquired 124 DH.60M Moths, which were subsequently employed by the Central Flying School and other training establishments until 1939.
Several foreign air forces also placed orders for Moth trainers, including those of Argentina, Australia (as previously mentioned), Austria, Norway, Portugal, Sweden, and the Danish Navy's aviation branch. The Finnish manufacturer Valtion lentokonetehdas produced 21 licensed-built Moth trainers; of these, 18 were acquired by the Finnish Air Force. Early models were powered by Cirrus engines, while 11 later variants featured Hermes engines, X-type landing gear struts, and a domestically produced engine cowling—earning them the nickname "Härkä-Moth" ("Bull Moth").
During the Chaco War, Paraguay purchased two Gipsy Moths for liaison duties. One aircraft was lost in a fatal crash at Ñu-Guazú Air Force Base; the other survived and was handed over to the Paraguayan Aeroclub in 1936.
The majority of military-registered Moths were originally civilian sport planes requisitioned by national air forces for training and liaison purposes. Consequently, both Nationalist and Republican air forces operated civilian Moths during the Spanish Civil War. This pattern expanded significantly during the Second World War, with Moths serving various air forces including those of Egypt, China (with some captured Chinese planes used by Japanese forces), Ireland, Italy, Iraq, Belgian Congo, Dutch East Indies (later integrated into the Indonesian Air Force), South Africa, New Zealand, and even the U.S. Navy.
DH.60Moth, later referred to as the Cirrus Moth or Cirrus I Moth
This initial prototype and early production model was powered by a 60 hp (45 kW) ADC Cirrus engine, later identified as the Cirrus Mk I. A total of 8 pre-production and 31 production units were constructed.
DH.60XCirrus II Moth (originally called the Moth Type X or Experimental Moth)
Released in 1927, this version featured a wingspan extended by 1 foot, length increased by 2.5 inches, and a reduced gap between upper and lower wings. It used an enhanced 80 hp (60 kW) ADC Cirrus Mark II engine, with 333 aircraft produced. Many were subsequently upgraded to Cirrus Mk III, Cirrus Hermes, or Gipsy engines.
The first significant redesign replaced the Cirrus engine with a 100 hp (75 kW) de Havilland Gipsy I engine.
DH.60GII Gipsy II Moth
Equipped with a 120 hp (89 kW) Gipsy II engine, this model was often simply called a "Gipsy Moth," similar to the earlier 100 hp version.
DH.60X Gipsy Moth
The DH60X designation was reused to denote the initially optional 'X' braced undercarriage variant of the early Gipsy Moth series. This X-style undercarriage became standard on the DH.60M and subsequent models.
(Production totals for all Gipsy Moth I and II variants include: 595 built by de Havilland at Stag Lane Aerodrome, 40 by Morane-Saulnier in France, 18 by the Moth Corporation in the USA, plus 32 from Larkin Aircraft Supply Company (LASCO), 3 from General Aircraft Company (Genairco), 1 from Codock (Cockadoo Island Dockyard and Engineering Co Ltd), and 7 by de Havilland Aircraft Pty Ltd (DHA) in Australia.)
DH.60M Moth (Metal Moth)
The original plywood box fuselage was replaced with one constructed from metal stringers covered with doped fabric. Although this increased overall weight, it simplified maintenance and metal fuselages became standard on all later editions. Production included four pre-production aircraft, 536 built at Stag Lane by de Havilland, 40 by de Havilland Canada, 161 by the Moth Corporation in the USA, 10 by the Norwegian Army Aircraft Factory, and six by the Munitions Supply Board in Australia. American production began in 1928 at Lowell, Massachusetts and continued until Curtiss-Wright acquired Moth Corporation in 1930 and moved manufacturing to their facility near St Louis. American-made models were designated DH-60GM when fitted with imported British engines and DH-60GMW when powered by domestically licensed engines.
DH.60T (Moth Trainer)
A training version of the Metal-Gipsy Moth adapted for military use; modifications to inner wing bracing wires improved access to the front cockpit to accommodate pilots wearing parachutes. Two prototypes and 47 production units were made. In service with the Brazilian Navy, it was designated I1H.[2]
In 1931, de Havilland inverted a Gipsy II engine designating it as the Gipsy III, which was then installed on this variant named DH.60G III Moth. A total of 57 were produced, including ten fuselages supplied to the Royal Air Force for use as 'Queen Bee' target drones.
DH.60G III Moth Major
From the 58th DH.60G III onward in 1934, the engine was renamed Gipsy Major, prompting a variant name change to DH.60G III Moth Major. Ninety-six units were built including ten fuselages used as 'Queen Bee' drones for the Royal Air Force; production ceased in May 1935. An additional final aircraft was assembled by de Havilland Technical School, bringing total DH.60G III production to 154.
DH.60T (Tiger Moth Prototypes)
Eight prototypes featuring swept wings were developed as a potential RAF trainer. Due to extensive alterations, this design evolved into production as the DH.82 Tiger Moth.
Finnish Air Force: Total of 23 aircraft, including 18 Finnish-produced under license and 5 previously civilian models. Service period spanned from 1929 to 1944, with registrations MO-93, MO-94, MO-96–104, MO-106–116.[5]
As of August 2017, there were 31 de Havilland DH.60 Moths listed on the UK aircraft register.
On 7 May 2023, Australia’s aircraft register included 19 DH.60 Moths.
Australia also hosts seven DH.60s exhibited as static displays, comprising one DH60X, three DH60Gs, and two DH60Ms.
One DH.60M is preserved at Kjeller Aerodrome near Oslo, Norway. Originally manufactured by de Havilland in March 1929, this aircraft was shipped to Australia, registered as VH-UKC, and won the Sydney to Perth air race that same year. After crashing in May 1930 and being stored for years, its remains were acquired by Kjeller Flyhistoriske Forening in 2007 and underwent a decade-long restoration to like-new condition. It is currently airworthy with the registration LN-KFM.
The oldest known airworthy DH.60 Moth (G-EBLV), built in 1925 as the eighth example produced, remained operational in 2023. Previously operated by the BAe Systems Heritage Flight in the UK, it has now been donated to the Shuttleworth Collection at Old Warden Aerodrome, where it has long been based and flown.
A DH.60X Moth from 1928 (registration G-EBWD) holds the distinction of being based at a single aerodrome—Old Warden—for a longer period than any other aircraft in aviation history. This particular Moth was originally owned by Richard Shuttleworth and served as his personal plane during his pilot training. Throughout its service life, it was significantly modified with its original Cirrus Hermes engine retained but fitted with an X-legged undercarriage and altered windshields for both cockpits. It remains airworthy as of August 2017 and is regularly featured at British summer airshows.
The aircraft VH-UAE is recognized as the world’s second oldest airworthy DH.60 (serial number 192), constructed in 1925 as the twelfth unit built. It was the first DH60 exported and initially registered in Australia as G-AUAE on 5 November 1925 before adopting its current VH- registration. This makes it Australia’s longest continuously registered and flying aircraft. During World War II, it served with the RAAF as A7-88 for training purposes before being retired in 1945; its original VH registration was reinstated thereafter. Apart from a brief restoration period around 2000, it has remained airworthy and registered since its initial entry.
A DH.60X Moth built in 1928 with registration G-EXBU but carrying Spanish registration EC-KCY is maintained in flying condition and frequently participates in monthly airshows organized by the Fundación Infante de Orleans at Cuatro Vientos aerodrome in Madrid.
Aircraft exhibited
Several DH.60 Moth airplanes are preserved for public viewing in various museums:
The DH.60G Gipsy Moth, registration G-AAAH, known as Jason and famously flown by Amy Johnson, is exhibited as a static display at the Science Museum in London.
The DH 60G Gipsy Moth, formerly VH-ULJ with construction number 1074, is showcased at The South Australian Aviation Museum located in Port Adelaide, South Australia.
Another DH 60G Gipsy Moth, formerly VH-UKV and nicknamed "Diana" (c/n 1066), can be seen on static exhibit at the Australian National Aviation Museum, also known as Moorabbin Air Museum, situated in Moorabbin, Victoria, Australia.
The DH60G Gipsy Moth bearing registration OH-VKM is on permanent display at the Malmö Museums in Sweden.
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