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De Havilland Tiger Moth

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de Havilland Aircraft Company
Company typePrivate
IndustryAerospace
FoundedMarch 25, 1920; 106 years ago (1920-03-25) in United Kingdom
FounderGeoffrey de Havilland
Headquarters
Hatfield
,
United Kingdom
ProductsAircraft (including DH.82 Tiger Moth)


For the earlier monoplane also named "Tiger Moth", see de Havilland DH.71 Tiger Moth. For other de Havilland Moth models, see de Havilland Moth.
"Tiger Moth" redirects here. For the moth tribe, see Arctiini. For other uses, see Tiger moth (disambiguation).

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The de Havilland DH.82 Tiger Moth is a British biplane from the 1930s, conceived by Geoffrey de Havilland and manufactured by the de Havilland Aircraft Company. Primarily serving as a basic training aircraft, it was employed extensively by the Royal Air Force (RAF) along with several other operators. Beyond its main role in ab initio pilot instruction, during the Second World War, RAF Tiger Moths were also deployed for maritime reconnaissance and defensive operations against invasion threats; a number were even modified to serve as armed light bombers.

The RAF continued to use the Tiger Moth until it was superseded by the de Havilland Chipmunk in the early 1950s. Following military retirement, numerous surplus units transitioned into civilian hands. Across many countries, the Tiger Moth has been utilized in both military and civil contexts and remains widely popular as a leisure aircraft. It is still occasionally employed for initial flight training, especially for pilots preparing to advance to other tailwheel types. Today, many Tiger Moths are operated by organisations providing introductory flying lessons.

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 previous experience, de Havilland understood the challenge and significance of correctly designing such an aircraft to attract civilian users, including those involved in touring, training, flying club activities, and private aviation. The company had previously achieved notable success with a smaller variant of the DH.51, known as the de Havilland DH.60 Moth.

The initial aircraft to carry the Tiger Moth name was the de Havilland DH.71 Tiger Moth. De Havilland had progressively developed more powerful Gipsy engines, and the firm produced a new low-winged monoplane model to evaluate them. Enhancements made on this Tiger Moth monoplane were later integrated into a military trainer version of the DH.60 Moth, designated the DH.60T Moth—where T stood for both 'Tiger' and 'Trainer'.

The DH.60T Moth exhibited several limitations, prompting multiple modifications such as shortening the interplane struts to elevate the wingtips after ground clearance issues were identified during testing at RAF Martlesham Heath. Following these trials, a positive assessment was issued, which led to its official adoption as the Royal Air Force's (RAF) primary basic trainer. Subsequently, a single prototype named the DH.82 Tiger Moth was commissioned by the British Air Ministry under Specification 15/31, which sought an appropriate ab initio training aircraft.

A significant alteration from earlier Moth versions involved enhancing access to the front cockpit, as training requirements mandated that the front-seat occupant be able to exit quickly, especially when wearing a parachute. In previous Moth models, access to the front cockpit was hindered by the location of the fuel tank directly above it and by rear cabane struts supporting the upper wing. To resolve this, designers moved the upper wing forward while sweeping it back to maintain the same center of lift. Additional modifications included reinforcing the airframe, installing fold-down doors on both sides of the cockpit, and updating the exhaust system.

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

Design

The de Havilland DH.82 Tiger Moth is a single-engine, biplane, taildragger aircraft featuring tandem seating for two occupants. It was primarily created to serve private touring pilots as well as to function as a trainer for both military and civilian aviators. Commonly, it is equipped with a de Havilland Gipsy III engine producing 120 hp; however, later variants often included more powerful versions of this engine, and some have been retrofitted with alternative engines by external companies.

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

From its introduction, the Tiger Moth established itself as an excellent training aircraft—affordable to operate and maintain—although it required deliberate and confident control inputs due to its somewhat sluggish response. Some flight instructors valued this trait as it effectively filtered out less capable student pilots.

Production

File:Interior of De Havilland aircraft factory, Rongotai, Wellington, 1939 or 1940.jpg
Royal New Zealand Air Force Tiger Moths fitted with blind flying hoods for instrument training during early wartime

The Tiger Moth rapidly achieved commercial success, being acquired by over 25 air forces worldwide. Beyond military procurement, production also catered to civilian buyers. At one stage, demand for the Tiger Moth consumed nearly all of de Havilland’s manufacturing output, limiting availability for domestic customers. In 1932, de Havilland introduced an economical air taxi derived from the Tiger Moth platform, which incorporated many of its main components but featured a new plywood fuselage accommodating four passengers within an enclosed cabin; this model was marketed as the de Havilland Fox Moth. After production ceased, some third-party firms occasionally converted Tiger Moths into configurations resembling the Fox Moth, such as the Thruxton Jackaroo.

By late 1934, a refined version known as the Tiger Moth II was delivered to the RAF in batches of 50 aircraft. These incorporated the more powerful de Havilland Gipsy Major engine generating 130 HP and replaced fabric-covered rear fuselage sections with plywood decking. Between 1934 and 1936, manufacturing efforts focused heavily on fulfilling military trainer requirements—including multiple RAF contracts under Specification T.7/35—and export orders from seven foreign operators. Concurrently, civil versions were produced for British private owners and exported to countries such as Ceylon, Greece, Lithuania, Rhodesia, Peru, and Switzerland.

Following 1936, production capacity increased sufficiently to surpass military demand alone. By the onset of the Second World War, total completed Tiger Moths from both domestic and international facilities reached 1,424 units. In 1941, de Havilland shifted primary production from its Hatfield plant to Morris Motors Limited in Cowley, Oxford.

British production concluded in 1945 after Morris Motors had manufactured 3,433 Tiger Moths.

International manufacturing began in 1937 with de Havilland Canada at its Downsview, Ontario facility. Initially producing 25 units for the Royal Canadian Air Force (RCAF), they soon started fabricating fuselages exported back to the UK for final assembly. Canadian-built Tiger Moths incorporated modifications suited to local conditions including strengthened tail wheels, hand-operated brakes supplied by Bendix Corporation, shorter undercarriage radius rods, and forward-angled main landing gear legs designed to prevent forward tipping during braking. Additionally, these models featured a large sliding canopy and exhaust-based heating systems; various undercarriage options were also available. Ultimately, de Havilland Canada produced 1,548 examples encompassing all variants such as the DH.82C and Menasco Pirate-powered versions called Menasco Moths (with opposite propeller rotation compared to Gipsy Major engines). This total included approximately 200 units built under wartime United States Army Air Forces (USAAF) Lend-Lease contracts designated PT-24 before transfer to RCAF service.

Other overseas production mainly occurred during wartime periods. In Australia, de Havilland assembled an initial batch of 20 aircraft from UK-supplied components before commencing full-scale DH.82A manufacture resulting in 1,070 units constructed locally. The first Australian-assembled Tiger Moth flew at Bankstown near Sydney in late 1940. Most were delivered to the Royal Australian Air Force (RAAF), with some exports including 18 for USAAF use and 41 for the Royal Indian Air Force.

In New Zealand, de Havilland Aircraft of New Zealand completed 132 Tiger Moths; Sweden produced 23 units designated Sk.11 through AB Svenska Järnvägsverkstädernas Aeroplanavdelning; Portugal built 91 at OGMA; and Norway assembled approximately 38 aircraft at Kjeller Flyfabrikk—some sources suggest one may have been kit-built—with numerous others assembled from kits imported from Britain.

Introduction

File:De Havilland DH-82 Tiger Moth ExCC.jpg
Canadian DH.82C Tiger Moth featuring its distinctive canopy

The Royal Air Force initially commissioned 35 dual-control Tiger Moth I aircraft, designated by the manufacturer as the DH.82. Following this, an additional 50 units equipped with the de Havilland Gipsy Major I engine (producing 130 hp) were ordered; these were known as the DH.82A or Tiger Moth II within the RAF. The Tiger Moth was introduced into service at the RAF Central Flying School in February 1932. Throughout the years preceding World War II, the RAF and various international customers increasingly acquired Tiger Moths; by 1939, nearly 40 flying schools operated this model, including nine that utilized civilian-registered aircraft.

Starting in 1937, production shifted to supply general flying clubs, as military demand had previously dominated output. The Tiger Moth replaced older civilian trainers such as the de Havilland Cirrus Moth and Gipsy Moth in these roles. By the outbreak of World War II, approximately 500 Tiger Moths were active within the RAF. Additionally, most civilian-owned Tiger Moths across the Commonwealth were rapidly conscripted into their respective air forces to fulfill wartime training requirements.

Training

File:Winston Churchill and the Secretary of State for War waiting to see the launch of a de Havilland Queen Bee radio-controlled target drone, 6 June 1941. H10307.jpg
Winston Churchill, David Margesson, and others observing the launch of a DH.82 Queen Bee target drone on 6 June 1941

The Tiger Moth served as the principal trainer aircraft across the Commonwealth and beyond. It was extensively employed in the British Commonwealth Air Training Plan, where thousands of military aviators experienced their initial flight training on this type. The RAF valued the Tiger Moth’s flight characteristics for preparing fighter pilots; it exhibited forgiving and manageable behavior during routine training phases but demanded precision and focus during aerobatics and formation flying, as improper maneuvers could result in stalls or spins. From 1941 onwards, antispin strakes were installed at the intersection of the fuselage and the leading edge of the tailplane, designated Mod 11', on all military and many civilian Tiger Moths. Subsequently, removal of aileron mass balances was implemented to enhance spin recovery capabilities.

Gunnery target drone

In 1935, de Havilland introduced the DH.82 Queen Bee, a radio-controlled, pilotless version of the Tiger Moth designed for antiaircraft gunnery training. The term drone as a generic label for unmanned aircraft is believed to have originated from this model’s name and function—drawing analogy from male bees (drones), which undertake a single flight seeking a queen before dying. The Queen Bee featured a wooden fuselage derived from that of the DH.60 Gipsy Moth (modified structurally to accommodate cabane strut placement) combined with wings from the Tiger Moth II. It retained a conventional front cockpit for test or ferry flights while housing radio-control equipment in the rear cockpit that manipulated controls via pneumatically operated servos.

De Havilland produced 400 Queen Bees at Hatfield, with an additional 70 manufactured by Scottish Aviation. Nearly 300 units were operational at the onset of World War II.

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 areas, known as "scarecrow patrols." These aircraft flew in pairs and were equipped solely with a Very pistol. Their primary objective was to compel any approaching U-boat to submerge; one plane would maintain position nearby while the other scouted for a naval patrol vessel to guide back to the location. Due to the absence of radio equipment, each Tiger Moth carried two homing pigeons housed in a wicker basket, intended for signaling assistance if forced to land at sea. Occasionally, a 25-lb (11.5 kg) bomb was onboard, although no records indicate its deployment during operations.

Anti-invasion preparations

Following Britain's severe defeat in France, three beach defense system proposals emerged in August 1940; as part of Operation Banquet, 350 Tiger Moths were outfitted with bomb racks to function as light bombers. A more unconventional modification was the "paraslasher," a scythe-shaped blade attached to a Tiger Moth designed to sever parachutists' canopies during descent. Although flight tests validated this concept, it was never officially adopted. Additionally, the Tiger Moth underwent trials as a disperser of Paris green rat poison targeting ground forces, with powder dispensers installed beneath the wings.

Postwar

File:DH.82A Tiger Moth Coupe G-ANSA Baginton 20.08.55 edited-2.jpg
Tiger Moth Coupe with spatted undercarriage at Coventry Airport in 1955
File:DH.82A Tiger Moth PH-NIS Hilversum 12.03.67 edited-3.jpg
A Dutch Tiger Moth at Hilversum Airport in 1967 featuring an enlarged fin area mandated by Dutch aviation authorities
File:JamesAviation.jpg
Early aerial topdressing conversion of the Tiger Moth displayed at the Museum of New Zealand Te Papa Tongarewa in 2009

After the war, many impressed Tiger Moths were returned to civilian use and ownership. Consequently, a significant number became available for purchase by flying clubs and private individuals, as new light aircraft production was limited during this period. The Tiger Moth’s low operational costs and market conditions led to widespread popularity within the civilian sector. It also found new applications such as aerial advertising, medical evacuation, aerobatic displays, crop dusting, and glider towing.

Within the air racing scene, some Tiger Moths were converted into single-seat configurations, often on a temporary basis. Several underwent extensive modifications aimed at enhancing speed; these included removing the center-section fuel tank, experimenting with alternative fuel tank placements, installing redesigned elevators, fitting custom fuel injectors, and recovering the fuselage with lighter fabric materials. Notably, three aircraft—G-APDZ, G-ANZZ, and G-ANMZ—were rebuilt for international competitions, exhibiting 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 compulsory for privately owned Tiger Moths within the Netherlands.

At first glance, the Tiger Moth could be confused with the Belgian-designed Stampe SV.4 aerobatic biplane due to similarities such as landing gear design, slight wing sweepback, and comparable engine cowling arrangements. During the 1950s, several Tiger Moths were converted into Coupe variants featuring sliding canopies over both cockpits—reminiscent of Canadian-built Fleet Finch trainers that served alongside Tiger Moths in RCAF training units during wartime.

Following innovations in aerial topdressing in New Zealand, numerous ex-Royal New Zealand Air Force Tiger Moths manufactured locally and in the UK were transformed into agricultural aircraft—a pioneering role at that time. Typically, the front cockpit was replaced by a hopper for carrying superphosphate fertilizer used in topdressing operations. Many were also adapted for crop spraying insecticides through various setups such as perforated pipes beneath the wings or rotary atomizers mounted on the lower mainplane.

The last military use of Tiger Moths involved refurbished ex-civilian examples acquired by the Royal Navy in 1956 for target towing and "air experience" flights. One such aircraft holds the distinction of being the final biplane to land on an aircraft carrier (HMS Eagle) while operating over the English Channel during summer 1967. Although wind conditions permitted takeoff from the deck, the plane’s slower speed compared to the carrier caused it to maneuver sharply starboard to avoid collision. These aircraft remained active until the early 1970s.

Due to their availability and resemblance to rarer types, Tiger Moths (and to some degree Belgian Stampe-Vertongen SV.4) frequently served as stand-ins for other aircraft in films—sometimes undergoing substantial modifications to mimic specific models visually. For instance, three planes converted by Croydon-based Film Aviation Services Ltd featured prominently in the 1962 film Lawrence of Arabia: one was altered into a Fokker D.VII replica while two others portrayed Rumpler C.Vs. Additionally, several Tiger Moths represented Curtiss JN-4s during crash scenes in The Great Waldo Pepper. Given their enduring popularity and escalating costs of original examples, various scale and full-size replicas have been developed for amateur builders; notable models include the Fisher R-80 Tiger Moth and RagWing RW22 Tiger Moth.

Flying characteristics

File:DH 82 A Tiger Moth D-EBKT.jpg
DH.82A Tiger Moth in 2005

The Tiger Moth is notably responsive to pilot commands and is relatively straightforward to operate for a tailwheel aircraft. Its large, parachute-like wings provide a forgiving flight experience, stalling at speeds as low as 25 knots when powered. The aircraft's stall and spin behavior is gentle and manageable. Due to some adverse yaw tendencies, coordinated rudder use is necessary during turns.[1] This biplane embodies the essential qualities of a trainer: simple to handle but challenging to master. Its forgiving nature allows beginners to acquire fundamental flying skills easily, while advanced techniques such as coordinated flight must be learned and applied correctly. Improper control inputs become evident to both instructors and keen students alike. As training advances, particularly into aerobatics, the pilot’s proficiency must increase accordingly. Unlike some trainers that can recover themselves from errors, the Tiger Moth will stall or spin if mishandled; however, these behaviors remain mild, exposing pilot errors without jeopardizing safety. Such traits were crucial for military training programs to distinguish between candidates suitable for fighter aircraft roles, those better suited to less demanding planes, and those who should be assigned non-pilot aircrew duties.Template:Fix/category[citation needed]

Without an electrical system onboard, starting the Tiger Moth requires manual effort. 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, its large upper wing—set at an angle—is vulnerable to wind gusts.[1]

File:Dehav.dh82a.tigermoth.g-acdj.arp.jpg
A 1933-built Tiger Moth

Takeoff is typically smooth with an acceptable climb rate; however, maintaining full throttle for longer than one minute risks engine damage.[1]

The biplane structure lends significant strength and allows full aerobatic capability. The ailerons are fitted only on the lower wing, resulting in a comparatively slow roll rate among biplanes. Additionally, these ailerons are designed with substantial differential movement—primarily deflecting upward and minimally downward—to reduce adverse yaw during normal flight.[1] Most maneuvers commence between 90 and 110 knots, with a maximum Velocity Never Exceeded (VNE) of 140 knots. Locking the automatic leading-edge slats is essential before performing aerobatics.[1]

Landing can be executed using two techniques. The "wheeler" approach entails touching down on the main wheels at moderate speed while holding the tail off the runway until deceleration occurs; this method generally avoids bouncing. Unlike many tailwheel aircraft, slow-speed three-point landings are challenging because the elevator lacks sufficient authority to bring the tail down smoothly into the proper attitude.[1] Consequently, the tail must be lowered sharply at just the right speed so that angular momentum carries it down effectively.[1]

Thanks to its open cockpit design, pilots can lean out to improve runway visibility during approaches and landings. Given its tailwheel layout, maintaining straight alignment on touchdown without lateral movement is critical to prevent ground loops.[1]

An often overlooked feature is the carburettor de-icing system, which activates automatically when throttle is reduced. Therefore, if icing affects engine performance, the pilot must further decrease power and allow time for ice clearance.[1]

Variants

File:WCAM Tiger Moth.jpg
de Havilland Canada DH.82C painted in the "trainer yellow" scheme of the British Commonwealth Air Training Plan at the Western Canada Aviation Museum (note the skis)
DH.60T Moth Trainer/Tiger Moth
This version served as a military trainer derived from the De Havilland DH.60 Moth. The initial eight prototype aircraft in the DH.82 design were designated Tiger Moth.[2]
DH.82 Tiger Moth (Tiger Moth I)
A two-seat primary trainer powered by a 120 hp (89 kW) de Havilland Gipsy III piston engine; in RAF service, it was known as the Tiger Moth I.
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 was equipped with a canopy over the rear cockpit to facilitate blind flying training. The RAF designated it as the Tiger Moth II.
DH.82B Tiger Moth III
An enhanced model powered by a de Havilland Gipsy Major III engine, it incorporated a broader fuselage and an enlarged fin. Its maiden flight occurred on 1 October 1939, with only one unit produced. Some sources mistakenly attribute this designation to the Queen Bee variant.
DH.82C Tiger Moth
Designed for cold climate operations with the Royal Canadian Air Force, this variant included sliding perspex canopies, cockpit heating, brakes, tail wheels, and metal struts. To accommodate brakes and adjust undercarriage leg angles, the wheels were repositioned forward by 9.75 inches. 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-24s.
DH.82C-2 Menasco Moth I
A DH.82C model equipped with a Menasco D-4 Super Pirate 125 hp inline inverted four-cylinder engine due to shortages of Gipsy Major engines. The decrease in power meant these were mainly used as radio trainers. They can be identified externally by their propeller's opposite rotation and reversed cowling openings compared to the DH.82C. Ten were built.
DH.82C-4 Menasco Moth II
Similar to the DH.82C-2 but featured reduced fuel capacity along with other 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
This version was outfitted with American AT-1/AR-2 radios and intended from inception as a radio trainer; however, the project was cancelled after British radio and engine shortages were resolved. Only one unit, RCAF 4934, was converted from a Menasco Moth II.[3]
File:1944 de Havilland DH-82B Queen Bee (RAF LF858, private G-BLUZ) at 2018 Cotswold Airport Revival Festival, Gloucestershire, England 29Sept2018 arp.jpg
Privately owned former RAF 1944 de Havilland DH.82B Queen Bee located in England
DH.82 Queen Bee
A target drone utilized for anti-aircraft gunnery training capable of unmanned flight through radio control but also fitted with a cockpit for piloted operation. It employed Tiger Moth wings combined with a wooden fuselage derived from the DH.60 Moth—modified structurally to reflect relocated cabane struts consistent with standard Tiger Moths—to reduce costs. Between 1935 and 1943, 412 units were produced in both floatplane and wheeled configurations.[4] As of 2008, only one airworthy Queen Bee remained at RAF Henlow, England.
PT-24 Moth
The designation assigned by the United States military to DH.82C models ordered under Lend-Lease for service with the Royal Canadian Air Force. De Havilland Canada manufactured 200 units.
Thruxton Jackaroo
Main article: Thruxton Jackaroo
A four-seat cabin biplane created by modifying existing DH.82A airframes through widening the distance between fuselage longerons. Nineteen conversions took place in the United Kingdom.
DH.83 Fox Moth
This aircraft utilized numerous Tiger Moth parts including wings—which were rerigged to eliminate sweep—tail surfaces, and undercarriage combined with a newly designed fuselage featuring an enclosed passenger cabin and an open pilot cockpit. Production occurred both in the United Kingdom prior to World War II and postwar in Canada.
I2H
The designation used by the Brazilian Navy for the DH.82.[5]
I2H1
The Brazilian Navy’s code for the DH.82A.[5]
B.F.10
(Thai: บ.ฝ.๑๐) The Tiger Moth Mk.II as designated by the Royal Thai Armed Forces.[6]

Operators

File:DH82A Tiger Moth A17-561 2.jpg
DH.82A Tiger Moth displaying RAAF insignia
File:RMM Brussel Tiger Moth.JPG
Tiger Moth exhibited at the Royal Museum of the Armed Forces and Military History, Brussels, Belgium (2011)

Military operators

Template:AUS
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Template:Country data Burma
File:Canadian Red Ensign (1921–1957).svg Canada
Template:Country data Ceylon
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  • Force Aérienne Congolaise
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Template:FIN
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Template:Country data Vichy France
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  • Indian Air Force The Tiger Moth was the principal basic trainer for the Indian Air Force during its early years. Thousands of Indian aviators earned their first flight hours on this plane from the 1930s through the 1950s.[8]
Template:Country data Pahlavi Iran
Template:Country data Iraq
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Template:Country data Malaya
  • Malaya Auxiliary Air Force
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Template:Country data Dutch East Indies
  • Vrijwillige Vliegers Corps[11]
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File:Tiger Moth Blue.jpg
DH.82A Tiger Moth adorned with Royal Norwegian Air Force markings
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Template:PAK
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Template:POR
Template:Country data Rhodesia
Template:Country data Saudi Arabia
Template:Country data Spanish Republic
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File:Flag of South Africa (1928–1982).svg South Africa
Template:Country data Southern Rhodesia
Template:SRI
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File:Flag of the United States (1912-1959).svg United States
Template:URY
  • Uruguayan Air Force operated a fleet of eighteen DH82 Tiger Moths between the years of 1935 and 1949.
Template:YUG

Civil operators

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

Surviving aircraft

File:G-MOTH K2567 (8151583739).jpg
Tiger Moth K2567 (G-MOTH), photographed in 2012. (Part of the Russavia collection since 1993.)
File:De Havilland 82A Tiger Moth II.jpg
Tiger Moth II preserved at the Polish Aviation Museum, 2006
File:De Havilland DH-82 Tiger Moth military airplane (Museu do Ar, Portugal).jpg
Portuguese de Havilland DH-82 Tiger Moth displayed at the Museu do Ar (Portuguese Air Force Museum)
File:De Havilland Tiger Moth (A17-711) at the RAAF Museum.jpg
de Havilland Tiger Moth (A17-711) in WWII training livery at the RAAF Museum.
File:Frontiers of Flight Museum December 2015 017 (de Havilland Tiger Moth).jpg
A de Havilland Tiger Moth exhibited at the Frontiers of Flight Museum
File:Tiger Moth RTAF.jpg
De Havilland Tiger Moth on display at The Royal Thai Air Force Museum

An estimated 250 Tiger Moths remain airworthy globally today.[15] The count of flying examples has grown as aircraft once neglected or confined to static museum exhibits have undergone restoration.

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

Privately held Tiger Moths include registered examples with documented histories. For instance: William N. Thibault from Newport Beach California owns a 1935 DH82A Tiger Moth powered by a Gypsy Moth engine. This aircraft has been observed at Watsonville Municipal Airport and Gillespie Field near El Cajon California. Recent images show it operating from Santa Ynez airport. Its provenance may include service with the UK Royal Air Force and Uruguay’s Fuerza Aérea Uruguaya; although written off by Uruguay as a total loss in 1941, it was re-certified for flight three decades later in 1971.

Specifications (DH 82A)

Template:Aircraft specs

See also

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Citations

  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 "Pilot's Notes for Tiger Moth Aircraft." R.A.A.F. Publication No. 416, February 1941.
  2. ↑ Bransom 1991, p. 33.
  3. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  4. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  5. ↑ 5.0 5.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  7. ↑ Ketley and Rolfe 1996, p. 11.
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value). 26 November 2011
  10. ↑ Air International September 1975, p. 112
  11. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑ Morgała, Andrzej Morgała (2003). Samoloty wojskowe w Polsce 1924–1939. Warsaw: Bellona, p. 304. ISBN 83-11-09319-9 (in Polish)
  13. ↑ 13.0 13.1 13.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ Yugoslav Air Force 1942–1992, Bojan Dimitrijevic, Belgrade 2006
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named warbird

Bibliography

  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • 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.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • 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.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • McKay, Stuart. Tiger Moth. New York: Orion Books, 1998. ISBN 0-517-56864-0.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

External links

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