De Havilland Express

de Havilland Aircraft Company

Industry	Aircraft manufacturing
Founded	1920 in United Kingdom
Products	Aircraft (including de Havilland Express / D.H.86)
Website	www.dehavilland.com

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The de Havilland Express, also referred to as the de Havilland D.H.86, was a passenger aircraft powered by four engines, produced by the de Havilland Aircraft Company between 1934 and 1937.

Development

File:Loila 'Australian National Airways' Sydney, 1937.jpg

VH-UUB Loila, operated by 'Australian National Airways', Sydney, 1937

In 1933, negotiations among the governments of the United Kingdom, India, Malaya, the Straits Settlements, and Australia culminated in the creation of an Empire Air Mail Service. On 22 September 1933, the Australian Government issued tenders for the segment of the route between Singapore and Australia, extending southward to Tasmania. Anticipating success in securing the contract for the Singapore-Brisbane portion, Qantas placed an order on the following day with de Havilland for a new aircraft, designated the de Havilland 86, with a prototype scheduled to fly by late January 1934. Shortly thereafter, Holyman's Airways from Launceston, Tasmania also ordered units to service the Bass Strait section. Initially branded as the Express or Express Air Liner, this name was eventually phased out.

The D.H.86 was essentially a four-engine, larger version of the successful de Havilland Dragon, featuring a more aerodynamic profile with tapered wings and significant use of metal fairings around its struts and landing gear. It was powered by de Havilland’s most potent engine at that time—the 200 hp (149 kW) Gipsy Six. Designed for long-distance flights, it accommodated a single pilot seated in a streamlined nose section with a wireless operator positioned behind. The long-range model could carry up to ten passengers, whereas Holyman’s short-range variants were outfitted with twelve seats.

The D.H.86 prototype took to the skies for the first time on 14 January 1934. However, Qantas representative Lester Brain immediately opposed the single-pilot configuration due to concerns over pilot fatigue on extended flights. Consequently, the fuselage was redesigned to incorporate dual pilot controls in an elongated nose. Only four single-pilot D.H.86s were constructed; among these, the prototype was converted into the dual-pilot version. When entering service in October 1934, Holyman’s single-pilot D.H.86 Miss Hobart held the distinction of being the fastest British-built passenger aircraft globally. Contrary to de Havilland’s expectations, the dual-pilot variant with its extended nose demonstrated even higher speeds.

Following a series of fatal accidents in 1936, investigations led to modifications in later production models which featured increased vertical tail fin area through additional "Zulu Shield" extensions on the tailplanes to enhance lateral stability. These updated aircraft were designated as D.H.86B.

Operational history

File:De Havilland DH86 Express ZK-AEG over Dunedin, NZ.JPG

A Union Airways of New Zealand de Havilland D.H.86 flying above Dunedin.

File:DH.86 Express G-ADVJ Bond Air Services.jpg

DH.86B G-ADVJ operated by Bond Air Services at Liverpool (Speke) Airport, March 1950. Note the "Zulu Shield" tailplane extensions

In 1934, Railway Air Services conducted initial test flights with three of the first four single-pilot D.H.86 aircraft produced. The third unit constructed, G-ACVY Mercury, began scheduled services on 20 August 1934, connecting Croydon Airport, Castle Bromwich, Barton, Belfast, and Renfrew. Another early D.H.86 was dispatched to Australia for Holyman's Airways to operate the Empire air route between Melbourne and Hobart, Tasmania.

Imperial Airways acquired dual-pilot D.H.86s, designated as the Diana class, which served on European and Empire routes, including the journey from Khartoum to Lagos.

Between 1934 and 1946, Railway Air Services maintained a fleet of seven Express aircraft, deploying them on their UK scheduled services, notably on the main route from London Croydon through Birmingham and Manchester/Liverpool to Glasgow.

In New Zealand, Union Airways operated D.H.86s on routes linking Auckland, Palmerston North, and Wellington. During World War II, these aircraft were equipped with bomb racks and utilized by the Royal New Zealand Air Force in missions targeting German raiders and Japanese maritime targets.

Up to the onset of World War II, a total of fifteen D.H.86 variants—including D.H.86s, D.H.86As, and D.H.86Bs—were commercially active in Australia and New Guinea. Eight of these D.H.86A and D.H.86B models were requisitioned by the Royal Australian Air Force, serving under serial numbers A31-1 through A31-8 during the conflict. Their roles ranged from air ambulance duties in the Middle East to transport and medical evacuation missions within Australia and New Guinea.

Altogether, 62 D.H.86 aircraft of various versions were manufactured. Most European-operated units still flying at the outbreak of World War II—except those belonging to Railway Air Services—were absorbed into military service primarily for communication duties and radio navigation training. A few Expresses survived wartime operations and continued in service with UK air charter firms until the last was destroyed by fire in 1958.

Technical deficiencies

The D.H.86 suffered from significant shortcomings in directional stability, leading to frequent difficulties. On 19 October 1934, Holyman's VH-URN Miss Hobart disappeared over the Bass Strait with no survivors. Debris possibly linked to the aircraft was spotted from the air three days later; however, rough sea conditions prevented surface vessels from recovering wreckage, effectively rendering the plane lost without trace. At that time, it was speculated that an accident might have occurred during an in-flight seat exchange between Captain Jenkins and wireless operator/assistant pilot Victor Holyman, one of Holyman's Airways' owners. Following another loss four weeks later—Qantas' VH-USG near Longreach during its delivery flight—faulty fin bias mechanisms were identified in both that aircraft and at least one other; although this defect likely contributed only indirectly by exacerbating inherent instability rather than causing crashes outright. Further analysis revealed VH-USG had been loaded with a spare engine positioned at the rear cabin section while a crew member occupied the lavatory located at the extreme aft end when control was lost. It was hypothesized that such an aft center of gravity shift led to loss of control at an altitude too low for recovery (estimated around 1,000 ft (300 m)).

On 2 October 1935, Holyman's VH-URT Loina also vanished over Bass Strait without survivors; however, considerable wreckage was recovered both at sea and along beaches on Flinders Island. Examination uncovered a charred carpet fragment attached to cabin flooring near the lavatory door, suggesting a possible small fire—perhaps caused by a dropped cigarette—that prompted someone to rush aft abruptly attempting to extinguish it. This sudden weight redistribution could have precipitated a fatal loss of directional control during a low-speed landing approach.

On 13 December 1935 another Holyman DH86 named Lepina performed a forced landing on Hunter Island off northern Tasmania after its lower port interplane strut "vibrated loose." The Australian Civil Aviation Board’s investigation employed stop-motion film capturing wing behavior during flight which revealed wing deformation and structural failure under specific conditions. Consequently, Australian authorities mandated installation of comprehensive lift bracing on the wing rear spar and redesigned tail unit bracing for enhanced redundancy across all Australian DH86 models by December 1935.

In 1936, following three fatal crashes in Europe involving this type, the Royal Air Force’s Aeroplane and Armament Experimental Establishment (A&AEE) conducted tests on the D.H.86A design; however, their report remained unpublished for four decades. The aircraft had been rapidly developed within four months—from concept to test flight—to fulfill Australian airmail contract deadlines, resulting in overlooked details. The model was relatively large for its power output yet constructed lightly; it exhibited poor responsiveness to control inputs within certain speed ranges; wings tended to twist significantly when ailerons were used aggressively; most critically, vertical tail surfaces were undersized. These factors rendered it generally safe under normal circumstances but prone to rapid loss of control under certain flight conditions.

File:VH-USE.jpg

de Havilland VH-USE crashed near Brisbane on 20 February 1942.

Later production D.H.86B models addressed control issues by adding a new elevator spring and auxiliary fins; however, these findings apparently were not communicated back to Australia. Consequently, existing Australian-operated D.H.86s never received modifications aimed at improving safety—a communication gap potentially responsible for several subsequent accidents including two fatal commercial crashes. The mid-air disintegration of Qantas’ VH-USE Sydney during a thunderstorm near Brisbane on 20 February 1942 resulted in nine fatalities and may have been unavoidable; notably though, its fin was found nearly a mile distant from burnt main wreckage. Another incident involving ex-Qantas MacRobertson Miller Airlines’ VH-USF at Geraldton on 24 June 1945 likely could have been prevented had A&AEE’s report reached Australia earlier: during its first commercial flight post-military service with heavy load amid gusty winds, pilot loss-of-control caused fatal crash killing both pilot and passenger.

The final Australian-flown D.H.86 was VH-USW (formerly Holyman's Airways Lepena), acquired by MacRobertson Miller Airlines alongside VH-USF around this period. After eleven years in service it was sold in late 1946 to an English company but abandoned "in an unsafe condition" while en route over India; Edgar Johnston—the Assistant Director General of Australia's Department of Civil Aviation—ordered its scrapping at government expense to prevent further operation.

Political and commercial consequences

After three fatal accidents involving Australian-operated D.H.86s plus a forced landing by VH-USW Lepena on 13 December 1935—when its pilot suspected imminent mid-air structural failure, —the Australian Government temporarily revoked the aircraft’s Certificate of Airworthiness. This action provoked strong criticism within Britain as it cast aspersions on British aviation manufacturing as a whole. The D.H.86 design had pushed traditional "plywood and canvas" construction methods close to their limitsTemplate:Fix/category, rendering it obsolete compared with all-metal stressed-skin airliners such as the Boeing 247 and Douglas DC-1, which preceded it; notably the revolutionary Douglas DC-3 first flew just four days after VH-USW’s forced landing incident. Under pressure from Holyman's Airways and other operators, Australia lifted its ban on American aircraft imports in 1936; thereafter most large airliners operating domestically were American-built modelsTemplate:Fix/category.

Other accidents and incidents

File:De Havilland DH.86 VH-USG wreckage.jpg

Remains of Qantas D.H.86 VH-USG (c/n 2311) exhibited at Qantas Founders Museum in Longreach (Qld.). This represents all that remains from the sixty-two built.

• On 12 August 1936 G-ADEB operated by British Airways crashed near Altenkirchen in Germany.
• On 15 September 1936 British Airways’ G-ADYF crashed during night takeoff from Gatwick Airport.
• During night hours on 15/16 March 1937 Railway Air Services’ G-ACVZ Jupiter, carrying passenger Charles Wolley-Dod, crashed near Elsdorf close to Cologne.
• On 9 May 1938 G-AENR belonging to Isle of Man Air Services suffered damage upon landing at Ronaldsway Airport while operating mail service from Speke Airport (Liverpool). Despite significant harm to port lower wing and both port engines it was repaired and returned to service.
• On 14 September 1938 Isle of Man Air Services’ G-ADVK lost its starboard inner propeller mid-flight en route from Speke to Ronaldsway; remarkably it embedded itself into fuselage but pilot managed safe landing.
• On 4 November 1938 DH.86 G-ACZN St. Catherine's Bay crashed shortly after takeoff from Jersey airport heading for Southampton; all thirteen onboard perished along with one person on ground.

Variants

D.H.86

Initial production medium-range four-engine biplane transport with single-pilot cockpit for first four units; total built: 32.

D.H.86A

Enhanced model featuring pneumatic landing gear system, metal rudder construction, and modified widescreen cockpit; twenty produced—all later upgraded to DH.86B standard.

D.H.86B

Equipped with auxiliary "Zulu-Shield" endplate fins added to tailplane for improved stability; ten manufactured.

Operators

♠ Original operators

Civil operators

• Australian National Airways
• Holyman's Airways ♠
• MacRobertson Miller Airlines
• Qantas ♠
• W.R. Carpenter ♠

• Gulf Aviation

• Misr Airwork ♠

• Tata Airlines

• Aer Lingus

• Union Airways of New Zealand ♠
• New Zealand National Airways Corporation

• Elders Colonial Airways

• Wearne Brothers Limited.

• Turkish State Airlines (Turkish Airlines) ♠

• Allied Airways ♠
• Blackpool and West Coast Air Services ♠
• British Airways Ltd ♠
• Hillman's Airways
• Imperial Airways ♠
• Jersey Airways ♠
• Lancashire Aircraft Corporation
• Peacock Air Charter
• Railway Air Services ♠
• Skytravel
• Western Airways
• Wrightways

• PLUNA

Military operators

• Royal Australian Air Force

• Finnish Air Force

• Royal New Zealand Air Force
  • No. 2 Squadron RNZAF
  • No. 4 Squadron RNZAF
  • No. 42 Squadron RNZAF

• Royal Air Force
  • No. 24 Squadron RAF
  • No. 117 Squadron RAF
  • No. 216 Squadron RAF
• Royal Navy – Fleet Air Arm
  • 782 Naval Air Squadron

Specifications (D.H.86A)

File:De Havilland DH.86 3-view NACA-AC-189.png

De Havilland DH.86 three-view diagram from NACA-AC-189

Bibliography

• Cookson, Bert. The Historic Civil Aircraft Register of Australia (Pre War) G-AUAA to VH-UZZ. Toombul QLD: AustairData (privately published),1996.