De Havilland Dragon Rapide

de Havilland

Industry	Aircraft manufacturing
Founded	1920 in United Kingdom
Founder	Geoffrey de Havilland
Headquarters	United Kingdom
Products	Aircraft including DH.89 Dragon Rapide

The de Havilland DH.89 Dragon Rapide is a 1930s era short-distance biplane airliner created and manufactured by the British firm de Havilland. Designed to carry between six and eight passengers, it was recognised for its cost-efficiency and robustness despite its wooden plywood construction.

Conceived in the early 1930s, the Dragon Rapide essentially represented a smaller twin-engine adaptation of the four-engine DH.86 Express, sharing several design elements such as tapered wings, smooth fairings, and the use of Gipsy Six powerplants. Initially called the "Dragon Six," it was marketed as the "Dragon Rapide" and subsequently became known simply as the "Rapide." Introduced in mid-1934, it quickly gained popularity among commercial airlines and private operators alike, achieving significant export success in addition to domestic sales.

With the advent of the Second World War, numerous civilian Rapides were requisitioned for military use by the Royal Air Force (RAF) and Royal Navy. In military service, the aircraft was designated as the de Havilland Dominie and utilised for radio and navigation instruction, passenger conveyance, and communication duties. The RAF’s naming convention for trainer aircraft drew from educational terms, with “dominie” being a Scots word for a schoolmaster.

Several hundred Dominies were produced throughout the war period. Meanwhile, other Rapides remained operational within British airlines under the management of the Associated Airways Joint Committee (AAJC). Following World War II, many former military models were returned to civilian roles. Shortly after hostilities ceased, de Havilland introduced the de Havilland Dove as a modern replacement for the Dragon Rapide.

Origins

File:De Havilland Dragon Rapide cockpit (2663922968).jpg

Flight deck

In summer 1933, de Havilland initiated development on an aircraft to satisfy an Australian requirement: a four-engine passenger plane capable of transporting ten people at higher speeds, resulting in the DH.86 Dragon Express. A key feature of this model was the newly designed and powerful Gipsy Six engine—a six-cylinder evolution of the four-cylinder Gipsy Major. The DH.86 served as a foundational reference for the subsequent DH.89.

Later in 1933, under the leadership of designer Arthur Ernest Hagg, de Havilland’s team began work on a new aircraft intended to succeed and improve upon the earlier DH.84 Dragon. This new model was effectively a twin-engine scaled-down variant of the four-engine DH.86 Express. It incorporated many shared characteristics with its predecessor including tapered wings, streamlined fuselage fairings, and utilisation of Gipsy Six engines. Notably, unlike the DH.86 Express, this design avoided operational drawbacks encountered by its larger counterpart.

The prototype took to the skies for its inaugural flight on 17 April 1934 at Hatfield Aerodrome, Hertfordshire. Piloted by senior test pilot H.S. Broad, it was powered by two 200 horsepower (150 kW) Gipsy Six engines. Production plans had already been approved prior to this maiden flight. In May 1934, during airworthiness testing at RAF Martlesham Heath, an incident occurred when flying near 175 miles per hour (282 km/h), where the nose tip buckled. Consequently, a speed restriction of 160 miles per hour (260 km/h) was imposed across all DH.89 aircraft. After completing trials, ownership of the prototype was transferred.

By November 1934, full-scale production of the Rapide was underway. Initially called "Dragon Six," it was first marketed under the name "Dragon Rapide" before becoming widely known simply as "Rapide." Before World War II began, a total of 205 units had been built for commercial airlines and private operators worldwide. The Rapide remains one of the most successful British short-haul passenger aircraft produced during that decade.

Further advancements

Following the release of Specification G.18/35 by the British Air Ministry, de Havilland undertook the design and construction of a single prototype based on a modified Rapide intended for coastal reconnaissance missions. The prototype, K4772, underwent evaluation flights from April to June 1935 at RAF Martlesham Heath and RAF Gosport. Despite these trials, it was ultimately surpassed by the competing Avro Anson. Subsequently, K4772 served the Royal Aircraft Establishment (RAE) in testing automatic landing systems before being dismantled for spare parts. Although the militarized Rapide did not enter production, this development paved the way for several military orders, beginning with a sale to the Spanish government in December 1935.

Recognizing market potential, de Havilland continued refining the Rapide after its introduction, resulting in both enhancements and entirely new variants. Seeking a swifter model, they developed a lighter, more streamlined aircraft known as the DH.90 Dragonfly, which first took flight in August 1935. However, this version did not achieve comparable commercial success and production ceased in 1938 after manufacturing 67 units. In November 1935, the 60th Rapide produced, registered as G-ADWZ, was adapted for experimental purposes by de Havilland. Modifications included lengthened rear windows, cabin heating installation, thickened wingtips, and structural reinforcement to support an increased maximum takeoff weight of 5,500 pounds (2,500 kg). This aircraft participated in further testing at Martlesham Heath, which resulted in official approval for the higher weight limit in operational service.

When an air race from Britain to Johannesburg, South Africa, was announced, de Havilland's engineers created a specialized Rapide variant called the DH.92 Dolphin. This unique model featured retractable undercarriage, an extended wingspan measuring 53 feet 7 inches (16.33 m), a redesigned nose section, and an increased all-up weight of 6,600 pounds (3,000 kg). Nonetheless, flight evaluations conducted in August 1936 showed no performance gains compared to the standard Rapide, leading to the sole Dolphin being scrapped shortly thereafter.

In November 1936, prompted by proposals that adding flaps could improve landing characteristics, one Rapide was modified to test this concept. Based on these results, de Havilland announced in February 1937 that flaps would be incorporated into all new production aircraft from that point forward. Additional optional features included a downward-facing recognition light and metal propellers. Starting in 1937, models equipped with enhanced trailing edge flaps were redesignated as DH.89A; many earlier-built Rapides were also retrofitted with these flaps during their operational lifespan.

Prewar operations

File:DH.89 Dragon Rapide G-AEBW IoMAS RWY 26.09.38 edited-2.jpg

A Dragon Rapide operated by Isle of Man Air Services on a scheduled flight at Manchester (Ringway) Airport in 1938

File:DHRapideMoSI.JPG

G-ADAH, constructed in 1935, served with Hillmans Airways and Allied Airways until 1947. It is currently exhibited at the Science and Industry Museum, Manchester, England.

The initial production model Rapide, G-ACPM, made its public introduction in July 1934 at Hatfield by participating in the 1934 King's Cup Race. Despite achieving an average velocity of 158 MPH, the aircraft was forced to withdraw during Heat 9 of Round 2 due to wing damage caused by hail encountered near Waddington, Lincolnshire. Another specially adapted Rapide, ZK'-ACO, took part in the 1934 MacRobertson Air Race. Equipped with three extra fuel tanks inside the fuselage to extend its range to 1,000 miles, this aircraft, piloted by Squadron Leader J.D. Hewett alongside Mr C.E. Kay, secured sixth place in the handicap category and fifth in the speed competition.

By the summer of 1934, UK airlines began operating the Rapide, with Hillman Airways Ltd receiving the first delivery in July. Early adoption also included the Anglo-Persian Oil Company, which utilized the aircraft for rapid communication between widely dispersed oil fields. This led to further acquisitions by companies such as the Iraq Petroleum Company and the Asiatic Petroleum Company, cementing the Rapide’s popularity within the oil sector.

Starting August 1934, Railway Air Services (RAS) deployed a fleet of Dragon Rapides on routes connecting London with northern England, Northern Ireland, and Scotland. RAS named their DH.89 aircraft after locations along their network; an example being "Star of Lancashire". Meanwhile, Isle of Man Air Services operated Rapides on scheduled flights from Ronaldsway Airport near Castletown to destinations across northwest England including Blackpool, Liverpool, and Manchester. Several of these planes were transferred from Railway Air Services.

Towards the end of 1935, an initial shipment of sixteen Rapides was sent to de Havilland’s Canadian subsidiary, de Havilland Canada, for modification and resale. Canadian variants incorporated several alterations such as an extended dorsal fin and a redesigned undercarriage capable of accommodating wheels, skis, or floats interchangeably based on operational requirements and weather conditions. The unique Canadian prototype CF-AEO was sold to Quebec Airways in June 1935. Additional deliveries were made to Canadian customers like Canadian Airways, which employed the Rapide on routes along the West Coast and maritime regions.

On 30 January 1942, most major Canadian operators merged into Canadian Pacific Air Lines, which continued utilizing the Rapide. Sales of this model in Canada persisted throughout and following the conclusion of the Second World War.

In 1938, British company Airwork Limited placed an initial order for nine Rapides intended for navigation training purposes. This procurement was driven by adjustments in British Air Ministry policies aimed at enhancing navigational training capabilities. Additional orders followed prior to World War II, after which all Airwork Rapides were absorbed into service by the Royal Air Force (RAF).

Edward, then Prince of Wales (later King Edward VIII), owned a Dragon Rapide (registration G-ADDD) that he regularly used to fulfill royal engagements. Notably, he flew this aircraft to London upon his accession in 1936, becoming the first British monarch to travel by air.

In July 1936, two British SIS operatives—Cecil Bebb and Major Hugh Pollard—transported Francisco Franco aboard Rapide G-ACYR from the Canary Islands to Spanish Morocco. This flight marked the beginning of the military uprising that triggered the Spanish Civil War. The aircraft involved is currently preserved and displayed at Madrid’s Museo del Aire.

Second World War

File:Aircraft of the Royal Air Force, 1939-1945- De Havilland Dh.89 Rapide and Dominie. MH4576.jpg

A Dominie of the Air Transport Auxiliary at Hatfield Aerodrome, August 1942

At the outbreak of the Second World War on 3 September 1939, all British civilian transport aircraft were commandeered by the Ministry of Aircraft Production. Several Dragon Rapides were assigned to operate domestic flights under the supervision of National Air Communications (NAC). One of the most notable early wartime deployments of the Rapide occurred during the critical period of May–June 1940 in the Battle of France, when Rapides from 24 Squadron served as airborne couriers between Britain and France; out of a total of 24 aircraft, 10 Rapides were lost.

After the NAC network was discontinued, Dragon Rapides continued to operate for British airlines throughout the war within the framework of the Associated Airways Joint Committee (AAJC). Initially, all civilian air services were suspended with the outbreak of war, but some routes were reinstated as their strategic value or national importance was recognized. The AAJC managed most of the United Kingdom's wartime scheduled flights, which exclusively operated over water. Additional Dragon Rapides were requisitioned by British armed forces for use as communications and training aircraft; similarly, Australian Rapides were taken over by the Royal Australian Air Force (RAAF).

The last Rapide model was completed in November 1941, after which de Havilland shifted production to the military-oriented Dominie variant. More than 500 Dominies were built for military purposes, equipped with enhanced Gipsy Queen engines; by July 1946, when production ended, a total of 727 aircraft — combining both Rapides and Dominies — had been constructed. During wartime, Dominie manufacturing was carried out by de Havilland and Brush Coachworks Ltd, with Brush responsible for producing the majority. The Dominies primarily served in roles such as radio and navigation training for both the Royal Air Force (RAF) and Royal Navy, while also undertaking passenger transport and communications duties.

File:De Havilland DH.89B Dominie.jpg

DH.89B Dominie Mark II in Royal Netherlands Air Force livery, Militaire Luchtvaart Museum, the Netherlands (2009)

Throughout the war, as more Dominies became available in larger numbers, they gradually replaced civilian Rapides. Many Rapides were either assigned to passenger service or converted for alternate uses such as Air Ambulance operations; by war’s end, only nine requisitioned Rapides had been reverted to civilian registration. Numerous Dominies considered surplus were also returned to civilian use.

Postwar operations

File:De Havilland DH-89A Dominie, Caernarfon Air World (Atlantic Air Transport) AN0230937.jpg

A former RAF Dominie G-AIDL was operated by Allied Airways in the late 1940s, Fox's Confectionery from 1950 to 1959, the Army Parachute Association between 1967 and 1977, and Air Atlantique Classic Flight from 1995 until 2009.

Following the war, the Dominie remained in service for a period with Royal Naval air station units, primarily fulfilling communications roles. By 1960, the Royal Navy still maintained a fleet of 14 Dominies; however, typically only three were actively deployed while the remainder were stored at RAF Lossiemouth, Moray, Scotland. The final Navy Dominies were retired from operational use in 1963, after which thirteen aircraft were sold through public tenders, many of which had been converted into civil Rapide variants.

According to aviation historian Peter W. Moss, numerous ex-RAF Dominies rapidly transitioned into commercial aviation after the conflict. The standard conversion from Dominie to Rapide by de Havilland included repainting the aircraft to remove wartime camouflage patterns and upgrading the interior with features such as sound proofing, upholstered seating, and refreshed cabin decor. These modifications were often carried out by third-party firms including Field Aircraft Services, Airwork Limited, Air Enterprises, W.A. Rollason Limited, and the Lancashire Aircraft Corporation (LAC). By 1958, there were still 81 Rapides registered as airworthy within Britain.

In the Netherlands, airline KLM sought to resume operations promptly after the war and acquired several Rapides before hostilities ended, launching its renewed services in September 1945. Numerous British carriers also became frequent users of the type; for instance, British European Airways (BEA), established on 1 January 1946, took delivery of 39 Rapides by February 1947. BEA deployed many of these aircraft across its emerging network, concentrating later on routes serving Scotland, the Scilly Isles, and the Channel Islands, while gradually offloading surplus machines through Airwork. Additionally, smaller independent British airlines that resisted government pressure to merge into BEA commonly operated Rapides.

To clearly differentiate among postwar Rapide variants, de Havilland introduced a straightforward mark numbering system. Mk 1 denoted pre-war production models; Mk 2 and Mk 3 identified ex-military conversions featuring six-passenger and eight-passenger cabins respectively. The Mk 4 designation applied to Rapides re-engined with twin de Havilland Gipsy Queen powerplants, offering enhanced climb rates, cruising speeds, and single-engine capabilities at the cost of a higher maximum takeoff weight of 6,000 lb (2,700 kg).

By the mid-1960s, Rapide usage was waning as major operators phased out the type. Due to dwindling availability of spare parts, many Rapides were dismantled to provide components for remaining active aircraft. Nevertheless, according to Moss, demand for these planes remained relatively robust.

Despite its fundamentally simple plywood construction, the DH.89 demonstrated notable economy and reliability. Several examples continued flying into the early twenty-first century. In the UK today, multiple Dragon Rapides remain operational; organizations such as Classic Wings and Plane Heritage offer public pleasure flights aboard them. Shortly after World War II concluded, de Havilland introduced a successor to the Dragon Rapide: the de Havilland Dove.

Variants

File:De Havilland Dragon Rapide G-AIYR.jpg

Dragon Rapide G-AIYR displayed at Old Warden airfield

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Operational Dragon Rapide at Duxford aerodrome

D.H.89

Initial production model of the twin-engine light transport biplane.

D.H.89A

Enhanced model featuring a nose-mounted landing light, redesigned wing tips, and improved cabin heating.

D.H.89A Series 4

D.H.89A units upgraded with two de Havilland Gipsy Queen 2 piston engines and equipped with constant speed propellers.

D.H.89A Mk 5

A single D.H.89A aircraft powered by a pair of de Havilland Gipsy Queen 3 piston engines.

D.H.89A Mk 6

One D.H.89A modified with Fairey X5 fixed-pitch propellers.

D.H.89M

Military transport variant exported to Lithuania and Spain.

D.H.89B Dominie Mk I

Version designed for radio and navigation instruction.

D.H.89B Dominie Mk II

Variant intended for communications and transport duties.

Operators

File:Dehav.dh89a.dragonrapide6.g-agtm.arp.jpg

1944 de Havilland DH89a Dragon Rapide 6

Civil

Template:ARG

• Zonas Oeste y Norte de Aerolíneas Argentinas (Z.O.N.D.A.)

Template:AUS

• Adelaide Airways
• Australian National Airways
• Royal Flying Doctor Service of Australia
• Qantas Empire Airways

File:Dragon rapide MUSAL.jpg

VARIG's Dragon Rapide preserved in Rio de Janeiro

Template:BRA

• Arco-Íris
• OMTA
• Varig

File:Flag of North Borneo (1948–1963).svg Crown Colony of North Borneo
File:Flag of Sarawak (1947–1963).svg Crown Colony of Sarawak
File:Flag of Brunei 1906-1959.svg Protectorate of Brunei

• Borneo Airways

Canada

• Canadian Airways
• Canadian Pacific
• Quebec Airways

Template:ROC

• China National Aviation Corporation (CNAC)

Template:Country data Dutch East Indies

• KNILM

Egypt

• Misr Airlines

Template:FIN

• Aero Oy, operated two aircraft.

Template:FRA

• Air France

Template:Country data French Indochina

• Société Aigle Azur Indochine
• Cie de Transports Aérien Autrex
• Compagnie Laotienne de Commerce et de Transport

Template:ISL

• Air Iceland

Template:IND

• Air India
• Indian National Airways
• Tata Airlines

Template:INA

• Government of Indonesia

Template:Country data Iran

• Iranian State Airlines

Template:Country data Iraq

• Iraqi Airways

Template:IRL

• Aer Lingus
• Aer Turas, operated one aircraft.

Template:Country data Kenya, Template:Country data Uganda, Template:Country data Tanganyika and Template:Country data Zanzibar

• East African Airways

Latvia

• Valsts Gaisa satiksme – two aircraft

Template:LBN

• Middle East Airlines

Template:NLD

• KLM

Template:NZL

• Air Travel (NZ) Ltd
• Mount Cook Airline
• National Airways Corporation
• Cook Strait Airways Ltd
• Union Airways of New Zealand
• West Coast Airways

Template:Flagcountry

• Palestine Airways (British Mandate of Palestine)
• Aviron

Template:PAR

• Aerocarga Asociados ACA

Template:Country data Portuguese Timor

• Transportes Aéreos de Timor

Romania

• LARES

South Africa

• Comair (South Africa), operated two aircraft.

Template:Country data Spanish Republic

• Spanish Republican Air Force

Template:Country data Spanish State

• Iberia

Switzerland

• Swissair

Template:UK

• Aberdeen Airways
• Air Charter Limited
• Air Atlantique Classic Flight, now known as the Classic Air Force
• Airviews Ltd
• Air Enterprises
• Air Kruise
• Allied Airways
• The AA (Automobile Association)
• Blackpool and West Coast Air Services
• British Airways Ltd
• British American Air Services
• British Continental Airways
• British European Airways
• British Westpoint
• Classic Wings
• Crilly Airways Ltd
• East Anglian Flying Services
• Gibraltar Airways
• Great Western and Southern Airlines
• Hillmans Airways
• Highland Airways Limited
• Hunting Air Travel (Hunting-Clan Air Transport)
• Island Air Services
• Isle of Man Air Services
• Jersey Airways
• Lancashire Aircraft Corporation
• Mayflower Air Services
• Melba Airways
• Morton Air Services
• North Eastern Airways
• Northern & Scottish Airways
• Northwest Airlines (UK)
• Olley Air Services
• Personal Airways
• Railway Air Services
• Scillonia Airways
• Scottish Airways
• Sivewright Airways
• Southampton Air Services
• Southern Airlines
• Starways
• Trans European Aviation
• United Airways Limited
• Western Airways
• Westward Airways (Lands End)
• Yellow Air Taxis

Template:USSR

• Aeroflot

Template:Flagcountry

• Aeroput

Military users

Template:AUS

• Royal Australian Air Force

Template:BEL

• Belgian Air Force (operated seven units starting in 1946)

Canada

• Royal Canadian Air Force
  • No. 418 Squadron RCAF

Egypt

• Royal Egyptian Air Force

Template:FIN

• Finnish Air Force

Template:Country data Nazi Germany

• Luftwaffe utilized captured aircraft.

India

• Royal Indian Air Force

Template:Country data Iran

• Imperial Iranian Air Force

Template:ISR

• Israeli Air Force

Template:JOR

• Royal Jordanian Air Force

Lithuania

• Lithuanian Air Force operated two D.H.89M models.

Template:NLD

• Royal Netherlands Air Force – four D.H.89B Mark II used as transports
  • No. 334 Squadron RNLAF (1944–1956)

Template:NZL

• Royal New Zealand Air Force
  • No. 4 Squadron RNZAF
  • No. 42 Squadron RNZAF

Peru

• Peruvian Air Force

Template:POR

• Portuguese Air Force

Template:Country data Southern Rhodesia

• Southern Rhodesian Air Force – operated four aircraft.

South Africa

• South African Air Force

Template:Country data Soviet Union

• Soviet Air Force employed at least two DH.89 aircraft captured from the Lithuanian Air Force amid the Baltic occupation

Spain

• Spanish Republican Air Force operated three D.H.89M planes requisitioned from LAPE

Template:ESP

• Spanish Air Force

Template:TUR

• Turkish Air Force - possessed three DH.89As.

Template:UK

• Royal Air Force
  • No. 24 Squadron RAF
  • No. 173 Squadron RAF
  • No. 225 Squadron RAFTemplate:Fix/category
  • No. 271 Squadron RAF
  • No. 510 Squadron RAFTemplate:Fix/category
  • No. 526 Squadron RAF
  • No. 527 Squadron RAF
  • No. 614 Squadron RAFTemplate:Fix/category
• Fleet Air Arm
  • 700 Naval Air Squadron
  • 701 Naval Air Squadron
  • 703 Naval Air Squadron
  • 736 Naval Air Squadron
  • 739 Naval Air Squadron
  • 740 Naval Air Squadron
  • 744 Naval Air Squadron
  • 767 Naval Air Squadron
  • 776 Naval Air Squadron
  • 778 Naval Air Squadron
  • 781 Naval Air Squadron
  • 782 Naval Air Squadron
  • 787 Naval Air Squadron
  • 790 Naval Air Squadron
  • 799 Naval Air Squadron
  • 1832 Naval Air Squadron
  • 1844 Naval Air Squadron

United States

• United States Army Air Forces

Template:Country data Uruguay

• Uruguayan Air Force

Template:Country data Kingdom of Yugoslavia

• Royal Yugoslav Air Force – one aircraft incorporated into military service in 1940.

Accidents and incidents

• On 2 October 1934, the Hillman's Airways aircraft G-ACPM crashed into the sea near Folkestone, Kent, resulting in the loss of the pilot and six passengers.
• On 30 December 1936, G-AEGS operated by the Iraqi Petroleum Petrol Transport Company was involved in a forced landing in Palestine and overturned, causing two fatalities.
• Registered on 10 June 1937 to The Globe and Mail Ltd, Toronto, the CF-BBG, known as "The Flying Newsroom" and fitted with floats, was destroyed by fire during refuelling at Toronto Air Harbour on 21 August 1937. The registration was canceled that same day.
• The 3 July 1938 crash of G-AEBX Star of Scotia belonging to Railway Air Services at Sydenham, Northern Ireland led to two deaths.
• On 20 June 1939, G-AERE from British American Air Services crashed in County Durham, England. John Crouch, the king's jockey, along with the pilot and wireless operator, died in this accident.
• A Royal Air Force Dominie, R5929, crashed near Devizes, Wiltshire on 27 May 1941, killing seven individuals.
• On 7 July 1941, Royal Navy Dominie R9563 crashed amid poor weather conditions three miles north of Stonehaven, Aberdeenshire, Scotland, resulting in six fatalities.
• Royal Air Force Dominie R5927 collided with a balloon cable and crashed close to Colnbrook, Wiltshire on 14 February 1942; six people lost their lives.
• VH-UXZ operated by Australian National Airways crashed near Flinders Island in Bass Strait on 29 May 1942 due to engine failure likely caused by fuel exhaustion; four occupants were killed.
• On 20 July 1944, VH-UBN owned by the Australian Department of Civil Aviation but leased to Guinea Airways crashed at Mount Kitchener in South Australia. The probable cause was pilot disorientation within cloud cover; all seven onboard perished.
• SU-ABP of Misr Airwork crashed in Egypt on 6 February 1945 with seven fatalities.
• Railway Air Services' G-AERZ crashed in County Down, Northern Ireland on 1 April 1946, resulting in six deaths.
• On 30 August 1946, Royal Navy Dominie X7394 crashed during an ambulance flight at Scafell Pike in Cumberland amid poor weather conditions; five people were killed.
• British European Airways' G-AHKR struck Slieau Ruy on the Isle of Man while conducting a scheduled passenger flight from Speke Airport (Liverpool) to Ronaldsway Airport on 15 April 1947. Of the six onboard, only minor injuries occurred.
• G-AIUI of Hargreaves Airways crashed at Cronk ny Arrey Laa on the Isle of Man on 10 June 1948 during a scheduled flight between Speke and Ronaldsway. Seven out of nine occupants died.
• On 11 November 1948, Mannin Airways' G-AKOF flying from Dublin diverted to Speke after being unable to land at Ronaldsway but ran out of fuel and crashed into the River Mersey near Liverpool. Eight people were killed.
• The Air Navigation and Trading Company’s G-ALXJ crashed into the Irish Sea off Laxey on the Isle of Man on 10 July 1951 while conducting a scheduled cargo flight from Squires Gate Airport (Blackpool) to RAF Jurby due to fog preventing landing at its usual destination Ronaldsway. The pilot died.
• Shortly after takeoff from Croydon Airport on 14 September 1952, G-AIZI suffered starboard engine power loss and crashed at Wallington, Surrey. The sole occupant, the pilot, was killed.
• VP-RCP registered to the Northern Rhodesian Government’s Department of Civil Aviation crash-landed near Munyamadzi River close to Lambwe village in Mpika District (Northern Rhodesia) around late August or early September 1953. Four occupants sustained injuries including fractures; all were rescued and reached Lundazi Boma by early September.
• On 19 February 1954, G-AFMF crashed at Simonburn Common near Hexham in Northumberland. All eight onboard survived with minor injuries.
• Island Air Services’ G-AGUE was involved in a takeoff crash from Ramsgate Airport, Kent on 29 June 1957 during a local pleasure flight. Although the aircraft was written off, no injuries occurred among those onboard.
• OY-DZY operated by Zonens Redningskorps crashed shortly after departing Copenhagen Airport on 16 July 1960. Chartered by the Danish Football Union for transporting players to a test match in Jutland, eight passengers died while the pilot survived but lost a leg.
• On 11 August 2018, N683DH crashed shortly after taking off from Abbotsford International Airport during the Abbotsford International Airshow.

Surviving aircraft

File:De Havilland DH89A Dragon Rapide ‘G-AGSH’ (33406448225).jpg

Dragon Rapide G-AGSH at Old Warden airfield

File:De Havilland DH89A Dragon Rapide ‘G-AHAG’ (28115505980).jpg

Dragon Rapide G-AHAG at Duxford Aerodrome

• The aircraft F-AZCA is preserved in France by Amicale Jean Baptiste Salis at La Ferté Alais. It was utilized in the late 1980s for a transatlantic double crossing as a promotional tool for Blueway cigarettes and is currently planned for restoration.
• G-ACPP, displayed at the Reynolds-Alberta Museum in Wetaskiwin, Alberta, is the fifth D.H.89 ever constructed. It began service with Railway Air Services Ltd from Croydon, UK on 2 February 1935 under the name 'City of Bristol' and holds the distinction of being the oldest remaining D.H.89.
• Preserved in Olley Air Service livery, G-ACYR operated flights for Franco from the Canary Islands during the initial phase of the Spanish Civil War and is exhibited at the Museo del Aire (Madrid).
• The DH89A registered as G-ADAH, adorned with Allied Airways markings, is exhibited at Manchester’s Museum of Science and Industry.
• G-ADDD (previously G-ACZE, N1934D) is a DH89A undergoing restoration to flying condition at the Military Aviation Museum located in Virginia Beach, Virginia.
• Operated by Fundación Infante de Orleans in Spain, G-AEML / EC-AAY is an airworthy DH89A painted in Iberia airline colors.
• Based at Duxford Airfield in Cambridge, England, G-AGJG is an airworthy DH89A sporting Scottish Airways livery and owned privately.
• The DH89A G-AGSH remains airworthy within the Shuttleworth Collection at Old Warden, Bedfordshire. It was rebuilt and restored to its original BEA paint scheme by Cliff Lovell at Hants Light Plane Services.
• Previously operated by Classic Air Force until its closure in 2016, G-AGTM is an airworthy DH89A.
• G-AHAG, painted in Scillonia Airways colors, is an airworthy DH89A stationed at Membury airfield in Berkshire.
• Following a crash in 2018, G-AHXW is currently being repaired and will return to service with the Historic Flight Foundation based in Spokane, Washington upon completion.
• Owned by Cirrus Aviation and painted as Royal Air Force Dominie TX310, G-AIDL is an airworthy Mk 6 variant.
• Two DH89A Dragon Rapides, registered as G-AKIF and G-AIYR, operate airworthy tourist flights from Duxford airfield in England.
• The aircraft last registered as OO-CNP (G-AKNV) is displayed at the Royal Museum of the Armed Forces and Military History in Brussels.
• A DH89B model with registration 6662 / N663HG remains airworthy and is based in Hillsboro, Oregon.
• NR695 / N2290F, a DH89A, is exhibited at the National Museum of the United States Air Force located in Dayton, Ohio.
• TC-ERK, a DH89A variant, is on display within the Istanbul Aviation Museum.
• One of three D.H.89As that served Iceland—two operated by Icelandair—TF-ISM remains preserved.
• ZS-JGV NR743(CN6831), an airworthy DH89A, resides in Queenstown situated in South Africa’s Eastern Cape region.
• C-FAYE, nicknamed Lady Faye, is part of the collection at the Canadian Bushplane Heritage Centre in Sault Ste. Marie, Ontario.
• The DH89B with registration V-3 (CN6740) can be found on display at the Nationaal Militair Museum in The Netherlands.
• Operated historically by Força Aérea Portuguesa under number 2304 (CN6430), this DH89A is showcased at Portugal’s Museu do Ar in Sintra.
• VQ-PAR / 002 / CN6952 is a DH89A preserved at Israel’s Israeli Air Force Museum, located on Hatzerim Airbase.

Specifications (Dragon Rapide)

File:De Havilland 89.svg

Notable appearances in media

Main article: Aircraft in fiction § de Havilland DH.89 Dragon Rapide

The 1986 Spanish motion picture, Dragon Rapide, depicts the aircraft’s historical role during Generalissimo Francisco Franco’s preparations for the Spanish Civil War.

See also

Bibliography

• Gerdessen, Frederik. "Estonian Air Power 1918 – 1945". Air Enthusiast, No. 18, April – July 1982. pp. 61–76.

External links

• Operators' technical diagrams: [1], [2]
• Detailed information on the de Havilland Dragon Rapide [3] at the Military Aviation Museum (archived version available from 6 December 2017)