De Havilland Flamingo
| Industry | Aircraft manufacturing |
|---|---|
| Founded | 1920 in United Kingdom |
| Founder | Geoffrey de Havilland |
| Headquarters | United Kingdom |
| Products | Aircraft including DH.95 Flamingo |
The de Havilland DH.95 Flamingo was a British twin-engine, high-wing monoplane airliner that first took to the skies on 22 December 1938. Throughout the Second World War, several units served the Royal Air Force (RAF) in roles involving transport and general communications.
Design and development
Developed by de Havilland under the direction of their newly appointed chief designer R. E. Bishop, the Flamingo marked the company's first all-metal stressed-skin aircraft; only its control surfaces retained fabric coverings. It was equipped with two 890 hp Bristol Perseus air-cooled sleeve-valve radial engines, each turning a three-bladed 'Hydromatic' variable-pitch propeller manufactured by de Havilland Propellers. The cockpit housed two pilots seated side-by-side, with a radio operator positioned behind them, while the cabin could accommodate between 12 and 17 passengers depending on flight length.[1] Featuring retractable landing gear and slotted flaps, the Flamingo was viewed as a highly competitive contender against American models such as the Douglas DC-3 and Lockheed Model 10 Electra. Its maiden flight occurred on 22 December 1938.[1] Initially, the prototype included a central third fin as a temporary solution; this was later removed when larger fins with expanded rudder surfaces were installed on the twin tail.
Powered by Bristol Perseus XIIIC engines delivering 890 hp (660 kW), the aircraft could take off at a maximum weight within 750 ft (230 m) and was capable of maintaining altitude or climbing at 120 mph (190 km/h) on one engine.
Following successful trials, the Flamingo received its certificate of airworthiness on 30 June 1939,[2] prompting an initial production batch of twenty aircraft.[3] The Air Ministry expressed interest in adapting the Flamingo as a military transport and allocated serial T5357 for its evaluation.
A single military transport adaptation was produced to meet Specification 19/39, designated as the DH.95 Hertfordshire. This version featured small circular cabin windows rather than rectangular ones and had seating capacity for 22 troops. Although an order for 30 units was planned, it was ultimately cancelled to allow de Havilland to focus on manufacturing Tiger Moth trainers. The only Hertfordshire built (R2510) crashed on 23 October 1940 near Mill Hill, resulting in the deaths of five crew members and six passengers, including Air Vice-Marshal Charles Blount, then Air Officer Commanding No. 22 Group RAF. The flight originated from Hendon en route to Northern Ireland, with preliminary findings suggesting elevator jamming as the cause of the accident.
Operational service
After the initial successful test flights, Jersey Airways placed an order for three aircraft with 17 seats each, followed by additional orders from the Egyptian government and the Air Ministry. The Air Ministry’s aircraft were designated for use by the Air Council and the King's Flight.
The prototype, equipped with 12 passenger seats, was delivered to Jersey Airways in May 1939 for a two-month trial period and became the first Flamingo to generate revenue. Initially, these flights transported mail only; however, by July a scheduled weekend passenger service commenced.
In October 1939, the Air Council purchased the prototype, which was then assigned to No. 24 Squadron RAF. It remained in operation until it was lost in an accident in October 1940. The second aircraft was intended as the inaugural plane for Guernsey and Jersey Airlines but was requisitioned for military service and delivered to 24 Squadron. The remaining two aircraft on order were never completed due to the outbreak of World War II.
Two Flamingos, R2764 and R2565, constructed according to Specification 21/39 for the RAF, were transferred to the Kings Flight at RAF Benson. Another Flamingo, R2766 (built under Specification 20/39) and initially assigned to 24 Squadron, joined The King's Flight during the invasion scare in June, carrying the civilian registration G-AGCC. It was intended for use should the royal family need to evacuate but was returned to 24 Squadron in early 1941 for communications and liaison duties, regaining its military serial R2766 and receiving the nickname 'Lady of Glamis' in 1942. G-AGAZ, which served as a test platform for Perseus Mk XVI engines, became AE444 with 24 Squadron and was named 'Lady of Ayr'.
Early in 1940, BOAC placed an order for eight aircraft powered by Perseus XVI engines, originally planned as ten-seaters. The first BOAC Flamingo arrived at Whitchurch on 5 September 1940. However, the second BOAC aircraft was requisitioned by the Air Ministry for use by the Admiralty at RNAS Donibristle. To compensate for this loss, BOAC later received aircraft originally ordered by the Egyptian Government. After completing training, all BOAC Flamingos were deployed to Cairo to operate within the Middle East region. These aircraft bore names of English monarchs (Arthur, Alfred, Harold, Henry, Richard, James, Charles, William) and were collectively referred to by BOAC as the K-class.
Winston Churchill favored the Flamingo as a short- to medium-range transport; notably, he used it on May 16, 1940, to visit Reynaud and French leaders during the collapse of the Western Front.
The BOAC Flamingos did not gain popularity within the airline. Following three accidents—occurring at Adana, Turkey (September 1942 with King Henry), Addis Ababa, Ethiopia (November 1942 with King Harold), and Asmara, Eritrea (February 1943 with King Arthur)—including one fatal incident, combined with difficulties obtaining spare parts, BOAC decided to retire this aircraft type. In 1943, the remaining four airworthy planes were returned to the United Kingdom and stored at Croydon. They never resumed service and were eventually dismantled at Redhill during the early 1950s.
Throughout World War II, most RAF Flamingos were withdrawn from operational use and gradually scrapped to supply parts for those still flying. One Admiralty aircraft (BT312 ‘Merlin VI') was slated for retirement but suffered a ground loop accident at Gatwick in August 1944 and was abandoned. In 1946, Southern Aircraft (Gatwick) purchased this former Admiralty plane and rebuilt it using spare parts from BOAC stock. It returned to flight in 1947 and was handed over to British Air Transport at Redhill with a Certificate of Airworthiness. It operated various charter flights until temporarily withdrawn in 1949 before being scrapped in 1954.
British Air Transport also attempted to restore three ex-BOAC Flamingos; however, despite significant progress in their reconstruction, this project was eventually discontinued. In 1952, British Air Transport successfully restored the original former Admiralty aircraft which flew again on 27 May that year. With Redhill Aerodrome closing in 1954, the last operational Flamingo was dismantled and scrapped.
A brief appearance of a Flamingo can be seen in the film Mistaken Identity.
Military users
Civilian users
Specifications
See also
References
Sources
- Bain, Gordon. De Havilland: A Pictorial Tribute. London: AirLife, 1992. ISBN 1-85648-243-X.
- Green, William and Gordon Swanborough. "De Havilland's War Orphan." Air Enthusiast. Number 30, March–June 1986, pp. 1–10. Bromley, Kent, UK: Pilot Press.
- Jackson, A.J. De Havilland Aircraft since 1909. London: Putnam, Third edition 1987. ISBN 0-85177-802-X.
- The Birth of an Airliner, Picture Post, 15 July 1939 pages 43–48
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