De Havilland Queen Bee

de Havilland Aircraft Company

Company type	Private
Industry	Aircraft manufacturing
Founded	1920 (1920)
Founder	Geoffrey de Havilland
Headquarters	Hatfield , United Kingdom
Products	Aircraft, including the DH.82 Tiger Moth

For the earlier monoplane also called "Tiger Moth", see de Havilland DH.71 Tiger Moth. For other de Havilland Moth aircraft, see de Havilland Moth.

"Tiger Moth" redirects here. For the group of moths, see Arctiini. For other uses, see Tiger moth (disambiguation).

The de Havilland DH.82 Tiger Moth is a British biplane from the 1930s, developed by Geoffrey de Havilland and manufactured by the de Havilland Aircraft Company. It served primarily as a basic trainer for the Royal Air Force (RAF) and other air forces. Beyond its main role in initial pilot instruction, during the Second World War RAF Tiger Moths were also employed in various support roles such as coastal patrol duties and preparations for homeland defence; some units were even equipped for light bombing missions.

The Tiger Moth continued to be used by the RAF until it was succeeded by the de Havilland Chipmunk in the early 1950s. Following military retirement, numerous surplus examples were transferred to civilian operators worldwide. The aircraft has seen extensive use in both military and civil aviation sectors internationally and remains popular as a leisure aircraft. It is occasionally retained as an introductory trainer, especially for pilots seeking experience before advancing to other tailwheel types. Today, many Tiger Moths are operated by organisations offering introductory flight lessons and trial flying experiences.

Origins

Geoffrey de Havilland, the founder and proprietor of the company, aimed to create a light aircraft that would surpass two of his earlier models, the de Havilland Humming Bird and de Havilland DH.51. Drawing from prior experience, de Havilland understood the challenge and significance of properly sizing an aircraft to attract the civilian sector, including touring, trainer, flying club, and private aviation markets. The company had achieved notable success with a reduced-scale version of the DH.51, known as the de Havilland DH.60 Moth.

The initial aircraft to carry the Tiger Moth designation was the de Havilland DH.71 Tiger Moth. De Havilland had progressively developed more powerful Gipsy engines, leading the firm to produce a new low-winged monoplane designed to test these engines. Enhancements made on this Tiger Moth monoplane were subsequently integrated into a military trainer variant of the DH.60 Moth, called the DH.60T Moth—the 'T' representing both 'Tiger' and 'Trainer'.

The DH.60T Moth exhibited several deficiencies, prompting modifications such as shortened interplane struts to increase wingtip clearance after insufficient ground clearance was identified during trials at RAF Martlesham Heath. Following these trials, a positive evaluation was issued, resulting in the aircraft’s official adoption as the Royal Air Force’s (RAF) primary basic trainer. A single prototype designated DH.82 Tiger Moth was commissioned by the British Air Ministry under Specification 15/31, which sought an appropriate ab initio training aircraft.

A key revision from earlier Moth models was enhanced accessibility to the front cockpit, as training requirements mandated that the front-seat occupant be able to exit swiftly, particularly when equipped with a parachute. Previous Moth designs had limited front cockpit access due to the fuel tank’s placement directly above it and the rear cabane struts supporting the upper wing. The adopted solution involved moving the upper wing forward while sweeping it back to preserve the original centre of lift. Additional changes included reinforcing the airframe, installing fold-down doors on both sides of the cockpit, and updating the exhaust system.

The prototype E6, recognized as the first genuine Tiger Moth, completed its inaugural flight on 26 October 1931 at Stag Lane Aerodrome, Edgware, London, piloted by de Havilland’s Chief Test Pilot Hubert Broad. Soon after, production began on 35 aircraft for the RAF, designated K2567-K2601, following Specification T.23/31; additionally, two float-equipped seaplane versions, S1675 and S1676, were constructed under Specification T.6/33.

Design

The de Havilland DH.82 Tiger Moth is a single-engine, biplane aircraft featuring a tailwheel undercarriage and tandem seating for two occupants. It was primarily designed to serve private touring pilots as well as to provide flight training for both military and civilian users. The standard powerplant is typically the de Havilland Gipsy III engine delivering 120 hp; however, later variants often incorporated more powerful versions of this engine, and some have been retrofitted with alternative engines by independent firms.

A notable aspect of the Tiger Moth’s design is its distinctive differential aileron control mechanism. The ailerons, located exclusively on the lower wing, are actuated via an externally mounted circular bell crank positioned flush beneath the fabric covering of the lower wing. This bell crank is rotated by cables and chains connected to the cockpit control columns. The aileron pushrod attaches to the bell crank at an angle of 45° forward and outboard from its center when the ailerons are neutral. This arrangement causes minimal downward movement on the outer wing’s aileron during turns, while the inner wing’s aileron moves significantly upward to counter adverse yaw effects.

From its introduction, the Tiger Moth established itself as an excellent training platform—affordable and straightforward to operate and maintain—though it required firm, deliberate control inputs due to a tendency for sluggish response. Some flight instructors valued this characteristic because it effectively filtered out less capable student pilots.

Production

The Tiger Moth rapidly gained commercial popularity, with over 25 air forces acquiring examples. Beyond military demand, numerous units were also manufactured for civilian use. At one stage, nearly all of de Havilland’s production capacity was devoted to fulfilling Tiger Moth orders, leaving little room for domestic private customers. In 1932, de Havilland introduced an economical air taxi variant based on the Tiger Moth’s components but featuring a new plywood fuselage that accommodated four passengers in an enclosed cabin; this model was marketed as the de Havilland Fox Moth. After factory production ceased, third-party companies occasionally converted Tiger Moths into similar configurations like the Thruxton Jackaroo.

In late 1934, the RAF received 50 refined Tiger Moths—sometimes called Tiger Moth II—equipped with the 130 hp de Havilland Gipsy Major engine and featuring plywood decking on the rear fuselage instead of fabric covering. Between 1934 and 1936, manufacturing efforts focused on meeting military trainer requirements, including several RAF contracts under Specification T.7/35 and export orders from seven foreign operators. Civilian versions were also produced during this period for British private owners and international customers in nations such as Ceylon, Greece, Lithuania, Rhodesia, Peru, and Switzerland.

By 1936, production had accelerated sufficiently for output to surpass military demand alone. By the onset of World War II, a combined total of 1,424 Tiger Moths had been produced domestically and abroad. In 1941, de Havilland shifted primary production from its Hatfield facility to Morris Motors Limited in Cowley, Oxford.

British production ended in 1945 after Morris Motors completed 3,433 units.

Overseas manufacturing commenced in 1937 with de Havilland Canada at Downsview, Ontario. Initially producing 25 aircraft for the Royal Canadian Air Force (RCAF), they also manufactured fuselages shipped back to the UK for final assembly. Canadian-built Tiger Moths incorporated modifications suited to local conditions such as strengthened tail wheels, hand-operated Bendix brakes, shortened undercarriage radius rods, and forward-raked main landing gear legs to prevent tipping during braking. Cockpits featured large sliding canopies with exhaust-based heating systems; alternative undercarriage options were also available. By production’s end, de Havilland Canada had built 1,548 units across various models including the DH.82C and Menasco Pirate engine variants—known as Menasco Moths—with opposite rotation directions compared to Gipsy Major engines. This total included 200 aircraft constructed under USAAF Lend-Lease agreements designated PT-24 before delivery to the RCAF.

Additional overseas assembly occurred primarily during wartime efforts: de Havilland Australia initially assembled 20 units from UK-supplied components before commencing extensive DH.82A production totaling 1,070 aircraft. The first Australian-assembled Tiger Moth flew in late 1940 at Bankstown near Sydney. Most were delivered to the Royal Australian Air Force (RAAF), with some batches exported—including 18 units for the USAAF and 41 for the Royal Indian Air Force.

In New Zealand, de Havilland Aircraft of New Zealand completed 132 Tiger Moths; Sweden produced 23 as Sk.11 models through AB Svenska Järnvägsverkstädernas Aeroplanavdelning; Portugal built 91 via OGMA; and Norway assembled approximately 38 at Kjeller Flyfabrikk (some sources suggest one may have been kit-built). Numerous additional aircraft were assembled from kits imported from Britain.

Introduction

Canadian DH.82C Tiger Moth featuring its distinctive canopy

The Royal Air Force initially procured 35 dual-control Tiger Moth I models, designated by the manufacturer as the DH.82. Following this, an order for 50 units equipped with the de Havilland Gipsy Major I engine, delivering 130 hp, was placed; these were referred to as the DH.82A or Tiger Moth II by the RAF. The Tiger Moth officially entered service at the RAF Central Flying School in February 1932. Prior to the outbreak of war, the RAF and international buyers steadily increased acquisitions of this aircraft, and by 1939, approximately 40 flying schools were operating Tiger Moths, including nine that utilized civilian-registered versions.

Beginning in 1937, production expanded to supply civilian flying clubs, as military demands had previously monopolized manufacturing. This model replaced older civilian trainers such as the de Havilland Cirrus Moth and Gipsy Moth in training roles. By the onset of World War II, the RAF maintained a fleet of around 500 Tiger Moths. Additionally, nearly all Tiger Moths operated by civilian entities across the Commonwealth were rapidly conscripted into their respective air forces to fulfill wartime training requirements.

Training

Winston Churchill, David Margesson, and others observing the launch of a DH.82 Queen Bee target drone on 6 June 1941

Throughout the Commonwealth and beyond, the Tiger Moth served as the principal trainer aircraft. It was extensively employed in the British Commonwealth Air Training Plan, where thousands of military aviators received their initial flight instruction in this type. The RAF appreciated its handling characteristics as particularly well-suited for preparing fighter pilots. While generally stable and forgiving during standard flight training phases, executing aerobatic or formation maneuvers demanded precision and attentiveness; improper execution could lead to stalls or spins. Starting in 1941, both military and many civilian Tiger Moths were equipped with antispin strakes installed at the fuselage-to-tailplane leading edge junction—referred to as Mod 11—and subsequently had their aileron mass balances removed to enhance spin recovery capabilities.

Gunnery target drone

Introduced in 1935, the DH.82 Queen Bee was a radio-controlled, pilotless adaptation of the Tiger Moth designed to train antiaircraft gunners. The term drone as a generic label for unmanned aircraft is believed to have originated from this model’s name and function—the word "drone" referencing the male bee that embarks on a solitary flight seeking a queen before dying afterward. The Queen Bee featured a wooden fuselage derived from that of the DH.60 Gipsy Moth, modified structurally to accommodate cabane strut placement differences, while utilizing wings from the Tiger Moth II variant. Although it retained a conventional front cockpit for test and ferry flights, control inputs were managed remotely via a radio system housed in the rear cockpit that operated pneumatically driven servos.

De Havilland manufactured approximately 400 Queen Bees at Hatfield, with an additional 70 produced by Scottish Aviation. At the beginning of World War II, nearly 300 units were actively deployed in service.

Coastal patrol

In December 1939, faced with a deficit of maritime patrol aircraft, RAF Coastal Command deployed six flights of Tiger Moths to conduct surveillance missions over coastal waters, known as "scarecrow patrols." These aircraft operated in pairs and were equipped solely with a Very pistol. Their objective was to compel any approaching U-boat to submerge; one plane would maintain position near the suspected submarine while the other sought out a naval patrol vessel to guide back to the location. Lacking radio communication, each Tiger Moth carried two homing pigeons in a wicker basket to request assistance if forced to ditch at sea. Occasionally, a 25-lb (11.5 kg) bomb was onboard, although there is no documented case of its use in combat.

Anti-invasion preparations

Following Britain's severe defeat in France, three proposals for coastal defense were introduced in August 1940. As part of Operation Banquet, 350 Tiger Moths were equipped with bomb racks to function as light bombers. One unconventional modification was the "paraslasher," a scythe-shaped blade attached to a Tiger Moth designed to sever the canopies of descending paratroopers. Although flight trials confirmed its effectiveness, this concept was never officially adopted. Additionally, the Tiger Moth underwent testing as a disperser of Paris green rat poison against ground forces, utilizing powder dispensers mounted beneath the wings.

Postwar

Tiger Moth Coupe featuring spatted undercarriage at Coventry Airport in 1955

A Dutch Tiger Moth at Hilversum Airport in 1967 fitted with an enlarged fin area mandated by Dutch aviation authorities

Early aerial topdressing conversion of the Tiger Moth exhibited at the Museum of New Zealand Te Papa Tongarewa in 2009

After World War II, many impressed Tiger Moths were returned to civilian use and their original owners. Consequently, numerous aircraft were offered for purchase by flying clubs and private individuals at a time when new light aircraft production was limited. The Tiger Moth’s low operating costs and availability led to widespread acceptance in the civilian sector. It found new applications including aerial advertising, air ambulance service, aerobatics, crop dusting, and glider towing.

Within the air racing community, Tiger Moths were often temporarily converted into single-seat configurations. Some underwent extensive modifications aimed at enhancing speed; these included removal of the center fuel tank, alternative fuel system arrangements, redesigned elevators, custom fuel injectors, and re-covering with lighter fabric materials. Notably, three aircraft—G-APDZ, G-ANZZ, and G-ANMZ—were rebuilt for international competitions, achieving significantly improved inverted flight performance.

Postwar imports of ex-RAF Tiger Moths supplied the Dutch National Flying School at Ypenburg. Dutch civil aviation regulations required these aircraft to have an enlarged dorsal fin with an extended forward fillet for increased surface area; this modification was also mandated for privately owned Tiger Moths within the Netherlands.

At first glance, the Tiger Moth might be mistaken for the Belgian-designed Stampe SV.4 aerobatic biplane due to their similar layouts; both shared comparable main landing gear designs, slightly swept-back wings, and similar engine cowlings. During the 1950s, several Tiger Moths were converted to a Coupe variant featuring a sliding canopy over both cockpits—reminiscent of the Canadian-built Fleet Finch trainers that served alongside Tiger Moths in RCAF training during wartime.

Following the emergence of aerial topdressing in New Zealand, numerous ex-Royal New Zealand Air Force Tiger Moths manufactured domestically and in Britain were converted for agricultural use—a pioneering application at that time. Typically, the front cockpit was replaced with a hopper carrying superphosphate fertilizer for topdressing operations. Many were also adapted for crop spraying with insecticides using various configurations such as perforated pipes beneath the wings or rotary atomizers mounted on the lower mainplane.

The last military-operated Tiger Moths served with the Royal Navy as target tugs and "air experience" trainers after purchasing refurbished ex-civilian examples in 1956. One such aircraft became the final biplane to land on an aircraft carrier (HMS Eagle (R05)) while underway in the English Channel during summer 1967. Although able to take off due to wind over deck conditions, it could not keep pace with the carrier as it maneuvered sharply to starboard to avoid collision. These planes remained operational until the early 1970s.

Due to its availability and resemblance to rarer types, the Tiger Moth (and to some extent the Belgian Stampe-Vertongen SV.4) has frequently been used as a substitute aircraft in films, often undergoing extensive modifications to mimic other models visually. For instance, three aircraft were altered by Croydon-based Film Aviation Services Ltd for the 1962 film Lawrence of Arabia: one was transformed into a replica Fokker D.VII and two others portrayed Rumpler C.Vs. Several Tiger Moths also stood in for Curtiss JN-4s during crash scenes in The Great Waldo Pepper. The design’s popularity and rising costs of airworthy originals have led homebuilders to create numerous replicas—both scale models and full-sized—including designs like the Fisher R-80 Tiger Moth and RagWing RW22 Tiger Moth.

Flying characteristics

DH.82A Tiger Moth in 2005

The Tiger Moth offers a responsive handling experience and is relatively straightforward to pilot for a tailwheel aircraft. Its expansive "parachute" style wings provide a forgiving flight envelope, with stalls occurring at speeds as low as 25 knots when power is applied. The aircraft demonstrates gentle stall and spin behavior. Due to some adverse yaw tendencies, coordinated rudder use is necessary during turns. As a trainer, the Tiger Moth fulfills the essential role of being "simple to fly, yet challenging to master"; its benign handling characteristics within operational limits allow beginners to grasp fundamental flying techniques easily. However, mastering skills such as coordinated flight remains crucial, with any improper control inputs readily apparent to both instructors and vigilant students. Progressing into advanced training, particularly aerobatics, demands greater proficiency from pilots. Unlike some trainers that can self-correct from errors, the Tiger Moth will stall or spin if mishandled, though these behaviors remain mild and safe enough to highlight pilot errors without risking the aircraft or crew. This made it especially valuable for military training programs, enabling clear differentiation between pilots capable of advancing to fighter aircraft, those better suited to less demanding roles, and those who should be assigned to non-pilot aircrew duties.Template:Fix/category

Lacking an electrical system, the Tiger Moth requires manual starting. Taxiing demands caution due to its tailwheel configuration; the pilot’s forward visibility is limited, increasing the risk of striking obstacles with the lower wing. Additionally, the large, angled upper wing is vulnerable to wind gusts.

A 1933-built Tiger Moth

Takeoff procedures are generally smooth, with a satisfactory climb rate; however, sustained full power should not exceed one minute to prevent engine damage.

The biplane structure of the Tiger Moth provides considerable strength and enables full aerobatic capability. Nevertheless, ailerons are fitted only on the lower wing, resulting in a relatively modest roll rate compared to other biplanes. As noted earlier, the ailerons incorporate significant differential movement—primarily deflecting upward—to minimize adverse yaw during normal flight conditions. Typical maneuver entry speeds range from 90 to 110 knots, with a Velocity Never Exceeded (VNE) limit of 140 knots. It is critical to engage the automatic slats (leading edge devices) lock when performing aerobatics.

Landing techniques include two primary approaches. The "wheeler" landing consists of touching down on the main wheels at moderate speed while keeping the tail elevated until deceleration occurs; this method usually prevents bouncing. Conversely, slow-speed three-point landings are challenging because elevator authority is insufficient to lower the tail smoothly into the proper three-point attitude. Consequently, bringing the tail down sharply at an exact speed is necessary so that angular momentum assists in settling it correctly.

Pilots benefit from the open cockpit design by leaning their heads out during final approach and touchdown for enhanced runway visibility. Given its tailwheel arrangement, maintaining a straight landing path without lateral deviation is crucial to avoid ground looping.

An often overlooked feature is that carburettor de-icing activates automatically when throttle settings are reduced. Therefore, if engine performance deteriorates due to icing, pilots must further reduce power and allow time for ice clearance.

Variants

de Havilland Canada DH.82C painted in the Commonwealth Air Training Plan "trainer yellow" at the Western Canada Aviation Museum (note the skis)

DH.60T Moth Trainer/Tiger Moth

This military trainer model was derived from the De Havilland DH.60 Moth. The initial eight prototype aircraft in the DH.82 configuration were designated as Tiger Moth.

DH.82 Tiger Moth (Tiger Moth I)

A primary trainer biplane with two seats, equipped with a 120 hp (89 kW) de Havilland Gipsy III piston engine; known as Tiger Moth I within the Royal Air Force.

DH.82A Tiger Moth (Tiger Moth II)

This two-seat primary trainer featured a 130 hp (97 kW) de Havilland Gipsy Major piston engine and included a hood over the rear cockpit for training in instrument flying. It was identified as Tiger Moth II by the RAF.

DH.82B Tiger Moth III

An enhanced version powered by a de Havilland Gipsy Major III engine, it had a broader fuselage and an enlarged fin. Its maiden flight occurred on 1 October 1939, with only one unit produced. Some sources mistakenly apply this designation to the Queen Bee.

DH.82C Tiger Moth

Designed for cold climate operations for the RCAF, this variant included sliding perspex canopies, cockpit heating, brakes, tail wheels, and metal struts. To accommodate brakes, wheels were shifted forward by 9.75 inches, altering the undercarriage leg angle. It was powered by a 145 hp (108 kW) de Havilland Gipsy Major piston engine. A total of 1,523 units were manufactured (including Menasco Moths and PT-24).

DH.82C-2 Menasco Moth I

A DH.82C model fitted with a Menasco D-4 Super Pirate 125 hp inline inverted four-cylinder engine due to shortages of Gipsy Major engines. The reduced power led to its primary use as a radio trainer. It can be distinguished externally from the 82C by its propeller rotating in the opposite direction and reversed cowling openings. Ten were built.

DH.82C-4 Menasco Moth II

Similar to the DH.82C-2 but with decreased fuel capacity and additional minor modifications. One surviving example is exhibited at the Canada Aviation and Space Museum in Ottawa. A total of 125 units were produced.

DH.82C-4 Menasco Moth III

Equipped with American AT-1/AR-2 radios and intended from inception as a radio trainer, this project was canceled after British radio and engine shortages were resolved. Only one example, RCAF 4934, was converted from a Menasco Moth II.

Privately owned ex-RAF 1944 de Havilland DH.82B Queen Bee located in England

DH.82 Queen Bee

This model served as a target drone for anti-aircraft gunnery training and could be operated remotely via radio control or piloted manually from its cockpit. It utilized Tiger Moth wings and incorporated a wooden fuselage based on the DH.60 Moth’s structure (modified to reflect cabane strut relocation consistent with standard Tiger Moths). Between 1935 and 1943, 412 units were produced in both floatplane and wheeled configurations. As of 2008, only one airworthy Queen Bee remained, housed at RAF Henlow, England.

PT-24 Moth

The United States military designation assigned to the DH.82C models supplied under Lend-Lease to the Royal Canadian Air Force, with 200 units built by de Havilland Canada.

Thruxton Jackaroo

Main article: Thruxton Jackaroo

A four-seat cabin biplane created by modifying existing DH.82A airframes through widening the space between fuselage longerons. Nineteen conversions took place in the United Kingdom.

DH.83 Fox Moth

Incorporated numerous components from the Tiger Moth including wings (rerigged to eliminate sweep), tail surfaces, and undercarriage combined with a newly designed fuselage featuring an enclosed passenger cabin and an open pilot cockpit. Manufactured both in pre-war United Kingdom and post-war Canada.

I2H

The designation used by the Brazilian Navy for the DH.82.

I2H1

The Brazilian Navy’s identification for the DH.82A.

B.F.10

(Thai: บ.ฝ.๑๐) The Royal Thai Armed Forces’ code for the Tiger Moth Mk.II.

Operators

DH.82A Tiger Moth displaying RAAF insignia

Tiger Moth at the Royal Museum of the Armed Forces and Military History, Brussels, Belgium (2011)

Military operators

Template:AUS

• Royal Australian Air Force
• Royal Australian Navy – Fleet Air Arm (RAN)

Template:BEL

• Belgian Air Force (operated 31 units from 1945)

Template:BRA

• Brazilian Air Force, with deliveries of 5 in 1932 and an additional 12 in 1935
• Brazilian Naval Aviation

Template:Country data Burma

• Burma Volunteer Air Force
• Burma Air Force

Canada

• Royal Canadian Air Force
• Royal Canadian Navy

Template:Country data Ceylon

• Royal Ceylon Air Force

Template:Country data Democratic Republic of Congo

• Force Aérienne Congolaise

Template:CZS

• Czechoslovak Air Force – operated a single aircraft between 1945 and 1948

Template:DNK

• Royal Danish Air Force

Template:EGY

Template:FIN

• Finnish Air Force

Template:FRA

• French Air Force

Template:Country data Vichy France

• Vichy French Air Force

Template:Country data Nazi Germany

• Luftwaffe (limited numbers)

Template:Country data Kingdom of Greece

• Royal Hellenic Air Force

Template:Country data British Raj

• Royal Indian Air Force

Template:IND

• Indian Air Force The Tiger Moth was the foundational basic trainer for the Indian Air Force during its early years. Numerous Indian aviators gained their initial flight training on this model from the 1930s through the 1950s.

Template:Country data Pahlavi Iran

• Imperial Iranian Air Force – acquired 99 units plus 10 manufactured domestically during 1938–39

Template:Country data Iraq

• Iraqi Air Force

Template:ISR

• Israeli Air Force, including its pre-state entities
• Palavir
• Sherut Avir

Template:JOR

• Royal Jordanian Air Force

Template:Country data Malaya

• Malaya Auxiliary Air Force

Template:NLD

• Royal Netherlands Air Force
• Dutch Naval Aviation Service

Template:Country data Dutch East Indies

• Vrijwillige Vliegers Corps

Template:NZL

DH.82A Tiger Moth adorned with Royal Norwegian Air Force markings

• Royal New Zealand Air Force
  • No. 1 Squadron RNZAF
  • No. 2 Squadron RNZAF
  • No. 3 Squadron RNZAF
  • No. 4 Squadron RNZAF
  • No. 42 Squadron RNZAF

Template:NOR

• Norwegian Army Air Service

Template:PAK

• Pakistan Air Force

Template:POL

• Polish Air Force (one unit purchased for testing prior to 1939)
• Polish Air Force in Great Britain

Template:POR

• Portuguese Army Aviation
• Portuguese Naval Aviation
• Portuguese Air Force

Template:Country data Rhodesia

• Rhodesian Air Force

Template:Country data Saudi Arabia

• Royal Saudi Air Force

Template:Country data Spanish Republic

• Spanish Republican Air Force

Template:Country data Spanish State

• Spanish Air Force

South Africa

• South African Air Force

Template:Country data Southern Rhodesia

• Southern Rhodesian Air Force

Template:SRI

• Sri Lankan Air Force

Template:SWE

• Swedish Air Force

Template:THA

• Royal Thai Air Force
• Royal Thai Navy

Template:UK

• Royal Air Force
  • Squadrons: No. 24 Squadron RAF, No. 27 Squadron RAF, No. 52 Squadron RAF, No. 81 Squadron RAF, No. 116 Squadron RAF, No. 297 Squadron RAF, No. 510 Squadron RAF, No. 612 Squadron RAF, No. 613 Squadron RAF, No. 652 Squadron RAF, No. 653 Squadron RAF, No. 654 Squadron RAF, No. 656 Squadron RAF, No. 663 Squadron RAF, No. 668 Squadron RAF, No. 669 Squadron RAF, No. 670 Squadron RAF, No. 671 Squadron RAF, No. 672 Squadron RAF, and No. 673 Squadron RAF
• Fleet Air Arm

United States

• United States Army Air Forces

Template:URY

• Uruguayan Air Force operated eighteen DH82 Tiger Moths within Military Aeronautics from 1935 until 1949

Template:YUG

• SFR Yugoslav Air Force – fleet of twenty-four aircraft
  • Assigned to 2nd Training Aviation Regiment (1945–1948)

Civilian operators

Numerous private pilots and flying clubs continue to operate this aircraft.

Existing aircraft

Tiger Moth K2567 (G-MOTH), photographed in 2012. (Part of the Russavia collection since 1993.)

Tiger Moth II exhibited at the Polish Aviation Museum in 2006

Portuguese de Havilland DH-82 Tiger Moth displayed at the Museu do Ar (Portuguese Air Force Museum)

de Havilland Tiger Moth (A17-711) in WWII training livery, housed at the RAAF Museum.

A de Havilland Tiger Moth on exhibit at the Frontiers of Flight Museum

De Havilland Tiger Moth preserved at The Royal Thai Air Force Museum

Currently, an estimated 250 Tiger Moths remain airworthy. The fleet of operational Tiger Moths has grown as aircraft that were previously neglected or displayed statically in museums have undergone restoration.

Several examples are maintained as museum exhibits, including locations such as:

• Alberta Aviation Museum, Edmonton, Canada
• Aviodrome at Lelystad Airport, The NetherlandsTemplate:Fix/category
• Canadian Air and Space Museum, Toronto, CanadaTemplate:Fix/category
• Canada Aviation and Space Museum, Ottawa, Canada – two units, one displayed and one in storage
• Canadian Aviation Museum, Windsor, Canada
• Canadian Museum of Flight, Langley, CanadaTemplate:Fix/category
• Canadian Warplane Heritage Museum, Hamilton, CanadaTemplate:Fix/category
• Commonwealth Air Training Plan Museum, Brandon, Manitoba, CanadaTemplate:Fix/category
• EAA AirVenture Museum, Oshkosh, United States
• Edenvale Classic Aircraft Foundation, Edenvale, Ontario, Canada – Flying C-GSTP formerly RAF NM201,
• Hellenic Air Force Museum, Tatoi, Greece
• Swedish Air Force Museum (Flygvapenmuseum), located at Malmen Airbase near Linköping, SwedenTemplate:Fix/category
• The Hangar Flight Museum, Calgary, Canada
• Imperial War Museum Duxford, United Kingdom
• Indian Air Force Museum, Palam – maintains one airworthy example for its Vintage Flight Squadron
• Israeli Air Force Museum, Hatzerim, IsraelTemplate:Fix/category
• Kbely Aviation Museum, Prague, Czech Republic
• Luskintyre Aviation Flying Museum, Luskintyre, New South Wales, Australia – specialists in restoring and constructing Tiger MothsTemplate:Fix/category
• Mackay Tiger Moth Museum in Mackay, Queensland, AustraliaTemplate:Fix/category
• Malta Aviation Museum located in MaltaTemplate:Fix/category
• de Havilland Aircraft Museum based in London Colney, England
• Museo Aeronáutico "Coronel (Aviador) Jaime Meregalli" situated in UruguayTemplate:Fix/category
• Museo Nacional Aeronáutico y del Espacio in ChileTemplate:Fix/category
• Museu Aeroespacial, approximately 25 km from Rio de Janeiro, BrazilTemplate:Fix/category
• Portuguese Air Force's Museu do Ar in Sintra, PortugalTemplate:Fix/category
• Museum of New Zealand Te Papa Tongarewa located in Wellington, New Zealand
• National Museum of Flight at RAF East Fortune in ScotlandTemplate:Fix/category
• National Museum of the United States Air Force, Dayton, Ohio, United States
• Cole Palen's Old Rhinebeck Aerodrome located near Rhinebeck and Red Hook, New York, United States
• Pakistan Air Force Museum in KarachiTemplate:Fix/category
• Polish Aviation Museum situated at the former Kraków-Rakowice-Czyżyny Airport in PolandTemplate:Fix/category
• RAAF Williams Point Cook's RAAF Museum in AustraliaTemplate:Fix/category
• Reynolds-Alberta Museum based in Wetaskiwin, Canada
• Royal Military History and Armed Forces Museum located in Brussels, BelgiumTemplate:Fix/category
• Royal Aero Club of Western Australia based in Perth operates an airworthy Tiger Moth named "Shirley Adkins" (VH-CKF), available for hire and joyflights
• Royal New Zealand Air Force Museum at Wigram maintains one airworthy unit for historic flightsTemplate:Fix/category
• Royal Newcastle Aero Club at Rutherford NSW provides scenic and aerobatic joyflights with VH-RNITemplate:Fix/category
• Royal Thai Air Force Museum located in Bangkok
• Saskatchewan Western Development Museum based in Moose Jaw, CanadaTemplate:Fix/category
• Shuttleworth Collection at Old Warden, England
• Sri Lanka Air Force Museum houses surviving SLAF aircraft including a Tiger MothTemplate:Fix/category
• Temora Aviation Museum situated in Temora NSW AustraliaTemplate:Fix/category
• Tiger Boys' Aeroplane Works & Flying Museum located in Guelph Ontario CanadaTemplate:Fix/category
• [The Tiger Club], Upminster Essex UK operates preserved aircraft for flight experiences
• [Vintage Wings Of Canada], Gatineau Quebec Canada preserves historic aircraft including the Tiger Moth Template:Citation needed date="October"
• [Western Canada Aviation Museum], Winnipeg Manitoba Canada Template:Citation-needed date="october"
• [Yugoslav Aeronautical museum], Serbia Template:Citation-needed date="october"

Private ownership details including type and history: William N. Thibault from Newport Beach California owns a registered De Havilland DH82A from the year 1935 powered by a Gypsy Moth engine. This aircraft has been observed operating out of Watsonville Municipal Airport CA and Gillespie Field El Cajon CA. Recent imagery shows it flying from Santa Ynez airport CA. It is believed this airframe may have previously served with both the UK's Royal Air Force and Uruguay's Fuerza Aerea Uruguaya; although officially written off by Uruguay's air force as a total loss in 1941, it reappeared three decades later with a renewed certificate of airworthiness issued in 1971.

See also

Bibliography

• Bain, Gordon. De Havilland: A Pictorial Tribute. London: AirLife, 1992. ISBN 1-85648-243-X.
• Bransom, Alan. The Tiger Moth Story, Fourth Edition. Shrewsbury, UK: Airlife Publishing Ltd., 1991. ISBN 0-906393-19-1.
• Bransom, Alan. The Tiger Moth Story, Fifth Edition. Manchester, UK: Crécy Publishing Ltd., 2005. ISBN 0-85979-103-3.
• Carter, Ian. Coastal Command 1939–1945: Photographs from the Imperial War Museum, Ian Allan, 2004. ISBN 978-0-7110-3018-3.
• Hotson, Fred. The De Havilland Canada Story. Toronto: CANAV Books, 1983. ISBN 0-9690703-2-2.
• Jackson, A.J. The de Havilland Tiger Moth: Aircraft Profile No. 132. Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.
• Ketley, Barry and Mark Rolfe. Luftwaffe Fledglings 1935–1945: Luftwaffe Training Units and their Aircraft. Aldershot, UK: Hikoki Publications, 1996. ISBN 0-9519899-2-8.
• Lake, Deborah, Growling Over the Oceans: Avro Shackleton: The Men and the Missions, 1951–1991. Souvenir Press Ltd, 2010. ISBN 978-0285638761.
• McKay, Stuart. Tiger Moth. New York: Orion Books, 1998. ISBN 0-517-56864-0.

External links

• Western Canada Aviation Museum: De Havilland Tiger Moth (D.H.82c) Archived 29 May 2018 at the Wayback Machine
• A photograph of a de Havilland DH.82B Queen Bee
• Tiger Moth at the International Bomber Command Centre Digital Archive. Primarily serving as a Royal Air Force (RAF) basic trainer aircraft.
• Tiger Moth Production History – a PDF document cataloguing all known histories of the Tiger Moth DH.82/A models.