AIRCRAFT IN DETAIL Dragon Rapide MAINSTAY OF WORLD COMMERCIAL AVIATION ithe development and servis itr of his ama Havilland. tin The product of the de Haviland design fice, the prototype de Haviland DH. 89 Dragon Rapide, was first flown at Hatfield by the company’s senior test pilot, Captain Hubert Broad, on 17 April 1934. Designed to be faster and more comfortable than its predecessor, the DH '84 Dragon, the Dragon Rapide eventually became known worldwide, as simply the apie. The wide acceptance of the Rapide by airline operators, both prewar and post war, resulted Inthe alreraft flying In & ‘multiplicity of colour schemes, enabling ‘modellers to construct both the 1:72 Seale Heller and 1:48 scale Aerockib its, plus scratchbuilt models, as both Cll and mittary operated examples. Essentially a scaled-down, twin tengined version of the foucengined DH. 86 airliner, the Rapide, (intially and briefly named Dragon Six), employed the same type of fuselage’ construction, tapered wings, engine nacelles and ‘rousered undercarriage. Initially powered by a pair of 200 hp (149KW) de Havilland Gipsy Six engines, later versions of the developed DH 894 Rapide, featured 200 hp de Haviland Gipsy Queen engines. During the ten years of production, some 728 examples were bull Indeed, in the immediate pre-war years, the Rapide became the mainstay ©f UK commercial aviation, building on the achievements of both’ the DH 84 Dragon and OH 86 aifiners. Both the Dragan and the Rapide, together with the DH-86, were part of the continuing quest to find a design that would support isett financially in the aie Historieal development Historically, the development of the de Havilland biplane aliners ean be traced back to the Clacton Maylonds Ramsgate sence of Hiliman’s Airways Lid, During 1922, twee examples of the DH 83 Fox Moth’ were purchased to replace the elder, single engined Puss Moths ‘operated over the route. Aifine boss award Hillman then called on the ce Haviland design office at Stag Lane, on the Edgware Road, with a request that they draw up plans for a suitable design to enable the Hillman routes to be extended across the Channel to France. AL Stag Lane, de Haviland officials, told Hillman that they were already working on a high aspect ratlo, two bay biplane design, for the Iraqi Air Force, that would "meet the — airine’s quirements. Entrepreneur Hillman, who also operated a fleet of buses, ordered four examples of the Dragon Seating was originally provided for six passengers, with the pilot occupying the ‘Rose compartment which was reached through a door at the front of the passenger cabin. The initial four, blue and white painted Hillman machines, G- ACAN ‘Maylands', G-ACAO ‘Goodmayes GACAP and G-AGBW, (C/Ns 60006002 and 6003), were joined by GACEU ‘Brentwood! and GACEV ‘Mord’, (C/Ns 6022 and 6023), whilst increasing passenger traffic saw all six alrraft ‘moaified to carry eight passengers at the expense of the rear baggage compartment Subsequent to the Rapide’s first flight with Hubert Broad at the controls, Certitcate of Airworthiness tials were Undertaken at Matiesnam Heath, at an allup weight of 500010, (2,268Kg), with ‘accommodation for six passengers and 1400 of baggage. Maximum permissible Speed was restricted to 160mph (257km/n), when tests revealed that the hose buckled, when 175mph (281 km/h) wias attained! Meanwhile, prior to the prototype's first flight, Edward. Hillman ‘also purchased the first three production aircraft, GACPM, GACPN and GACPO (C/n's 62513 Heading: Rapide, G-AGTM. photographed In July’ 2000 at Exeter, Ie" operated, by le Air Transport. currently in a joy capacity. (Al the photographs are thor unless otherwise credited). Pictured at Whitchurch Airpo Loft: Bristol, on 6 August 1936, DH 39 Rapid G.ACPP, prepares to taxi for take-off (WICKisbyRight: Rapide G-ALXT has been painted to ddoplet the pre-war colours of Railway Alt Services and is exhibited at Wroughton, Following the Martlesham Heath tals, the prototype was sold as CH-287, to Herr R Herzig of the Ostschweiz Aero Gesellschaft, for operations in Switzeriand, fying skiers between St Goul, Zurich and Bere, and postwar as HB.APA with Motorfuggruppe Zurich des AeCG. Withdrawn from sence in 1961 the prototype was eventually scrapped in 1985, The Repide's publle debut, as the Dragon Six, took place at Hatfield on 13 July 1934, when the first. production aircraft GACPM, was entered In the Kings up Race by Viseourt Waketleld of Hythe, ‘and flown by Hubert Broad, The ‘aeroplane was retired from the race when the wings were badly damaged by hail over Waddington. The Rapide had Completed the earlier heats at an ‘average speed of 158mph (254km/). Indeed, GACPM had an unhappy existence with Hillman’'s Airways, fing Into the sea off Folkestone on 2 October 1934, with the loss of all ‘occupants. At the request of the famous Melbourne Centenary Air Race Committee, de Haviland constructed a Special Dragon Six for the 1934, England to Australia race. Registered ZKACO and named “Tainu, after the first Maori wae canoe to reach New Zealand, range was extended by the installation of three ‘additional fuel tanks in the fuselage, containing a total of 230 gallons and providing a range of some 1,000 miles. With S/Ldr J D Hewett and Mr CE Kay at the controls and Mr E Stewart as wireless operator, the biplane was the eleventh aircraft “away from Mildenhall during the moming of 20 October. Handicapped by a forced landing. at Boulogne and a damaged wing at Cloncurry in Australia, the intrepid ti, achieved sith place in the Handicap Race and fith place in the Speed Race, after 330 hours, 51 minutes and 10 Flight: The beautifully restored, prewar Bult Rapid G-AGZE ts currently stored st Henstridge. (Alan W Hall = G-AJGS, later re-assuming it Eorrect identity of G-ACZE ‘Aways. An accident on Orkney during 1947 caused & rebuild by de Haviland at Witney, with the Rapide reappearing, registered as GAIGS. Later stored at Dyce for nearly a quarter of a century, @ Period in the USA followed, with the airerant eventually retuming to the UK, to fly again as GACZE. It is: now stored at Henstridge ‘On 19 December 1934, Dragan Six G ACZE, the first of two examples for the AngloPersian Oil Company departed Heston on a delivery fight to Abadan on the Persian Gulf. Joined by GACZF, the two aircraft wore operated by Airwork and ‘employed on communications duties, ‘operating between the oll shipping, base al Avadan and desert oilfields, Upon returning to the Uk, GACZE’s Wartime duties were intially with No 7 Aie Observers Navigation School, (AONS), and subsequently with No 6’ AONS at Staverton, before being impressed as 27266 and duties with the Ar Transport ‘Auxiliary (ATA). Released from military duties during 1942, the Rapide entered service on the Scottish routes of Allied Improving the breed Improvements to the Rapide were made during 1936. New aireraft were equipped with @ nose landing ight, thickened wing, tips and cabin heating and cleared for take off at 5,5001b AUW. The following year saw the type number amended trom DH 89, to DH '89A, when modifcetions Inchidea the addition of small tailing ‘edge landing flaps fitted under the lower wings, outboard of the engines, to improve landing performance; a modification retrospectively fitted to many eafier production aircraft during later overhauls. G-AEOV and subsequent Rapides were produced with the DH 894, designation. 'A further coup for the manufacturers followed, when Rallway Air Services (RAS), placed orders for a pair of Rapides, GACPP and GACPR, which RAS. named “City of Bristol’ and ‘City of Bimingham’ respectively. Both aircraft were delivered to Croydon on 18 Mey 1935 and were utlised on RAS's 501Above: Pre-war photograph of HRH the {thent Duke of Windsor leaving ADD {or an RAF Station inspection Hendon circa 1836? (te Alon W Hal osibly Olley Air Ser ‘one of the type's many operators (AWH) Shoreham Liverpool services, which ‘operated via Portsmouth, Southampton, Bsa! and Biminghars During 1936, an additional six Rapides were employed on the RAS routes, linking the Isle of Man with airports in the north of England and Belfast. The first, GAEAI. ‘Star of Lancashire’ was delivered on 14 March, followed by GAEAK ‘Star of Mona’, & AEAL ‘Star of Yorkshire’, @AEAM ‘Star of Ulster’, GAEBW Star of Renfrow’ and G- AEBX "Star of Scotia’. Sixtyive years later, Rapide GALXT, paintod in’ RAS ‘colours end spurfously carrying the name ‘Siar of Scotia, is. exhibited by the Science Museum at Wroughton. Elsewhere in the UK, the Repise was operated by an exhaustive list of allies, tharter companies and private operators Including the Anglo American Ol Co, Ltd and Olley Air Services Ltd. Western Airways, Alied Airways (Gandar Dower) td. Northern and Scottish Airways Lid Fight: when Airlines commenced Pottwar operations, the first route Spened wos between Jersey and Exeter Repide GAKNE” is" plctured"swalting assengers at Exeter. (G. W Causey) Bolow: DH Dragon Rapide, HB-APU, was operated: by ‘Swissair in’ the. mid/iowe 19408 and was a. frequent visor to Munich heim “airport. where. this Photogeaph was taken in July. 1948. [Mterte Olmstead) British Airways Ltd., British Continental Airways Lid and Scottish Always. Ltd. Other operators. included Air Despatch Lid., North Eastern Always Utd, WH Rhodes Moorhouse and Personal Airways La. In addition, Rapides were operated as fiying classrooms at Aiwork Ltd's. air navigation schools al Perth and Shoreham. Overseas, the Rapide served In similar capacities, with the 205th example, the last airratt delivered before the outbreak of World Wer Two, VEALO, Joining Bombay based Tata Aifines Ltd (On| 20 September 1935, Aled British Airways was formed by merging the fleets ff United Airways, Hilman's Airways and Spartan Airlines, Controlled by Whitehall Secures, the name was changed to British Always on 29 October. Both Fillman’s and United inclusied DH 89s in their Nleets. British Airways was one of the largest pre-war airlines in the United ‘Kiggorn The beginning of Jersey Airways’ 1936, saw a JerseyPlymouth service "opened Operated ty a pair of DH 84 Dragons and DH 89s, G-ADBV and GADBW, fares were shilags single and 80. shinirgs summer schedules for fetum. Exeter with its larger landing area and better weather, replaced Plymouth as the mainland terminus for the sence in 1937, Military Rapides A militarised variant, the DH 89M, ‘distinguishable by the Titment of a long dorsal fin, was sidelined in favour of the Avro Anson for the RAF However a trio of DH B9Ms was delivered to the Spanish Government and operated in the armed ‘le by the Nationalist Grupo 40, during the Spanish Chil War in 1936, Indeed General Franco's personal_ transport luring the civil war was G-ACYR, @ Rapide ‘operated by Olley Air Services Lid, and flown by Captain Bebb. The elrcraft Is curently exhibited at Cuatro Vientos, Spain In Canada, CFAEO was fitted with Fairchild floats and a compensatory dorsal fin, similar to that fitted to the OH 98M, as the first of many floatplane conversions operated by Canadian Always and Quebec Airways. RAF Hendion-based No 24 Squadton, receled a standard Rapide during 1935, in the shape of KB070, as an Air Council VIP transport. Also at Hendon, GADDD was operated by the King’s Fight, ‘eventually Joining the fleet of WestonSuperMare based Western Always, during November 1938. During 1938, P1764 and P1765 were equired by the RAF. to. Specication 21/38, 2s communications aireatt Whilst three radio tainers, R2485, R2486 and R2487 were delivered to No 2 Electrical and Wireless “School at Yatesbury, during July 1939. The RAAF operated’ a single Rapide, A3-1, for suey work. At the outset of the war, a total of nine pre-war built examples were lost, whilst operating in support of British during the fuselage. Of the total Dominie production, de Havilland at Hatfield built 1186, before production was transferred to Brush Coachworks at Loughborough in 1942, Production of the Dominie for both forces in France 1940. ummer of Enter the Dominic With production Increasing to meet wartime demands, British military, were renamed Dominic ‘uring January 1941, with 521 examples fentering service under the type number Rapides bult for the DH 898 - the trainer variant being designated Dominie Mk | and. the ‘communications variant as the Mk I Many of the latter were operated in the communications role by the ATR on ferrying duties, whilst those utilised for the taining of radio operators, were fitted with @ direction finding loop above the Loft: DH 898 Dominie Mk ils, 7398 209" Moregrouna) and 7386 205", in RAF Jelow: DH 898. Dominie Mk Is, 27258 ‘Waren of the Empire” (foreground) and Z7261.'Women of the RAF and Fleet Ale Arm was Supplemented by a number of prewar built civil Rapides impressed for service Use. In addition to wartime operations by the RAF, Fleet Air Arm and ATA, other examples were operated by the USAAF in the UK. An example painted in USAAF colours’ is now exhibited at the USAF Museum at WightPatterson AFB, Postwar use Early postwar Rapide operations were no less. prolife. The availablity of large ‘numbers of exralitary Dominies, suitable for conversion to chillan’” Rapide standard, found a ready market. In ‘adltion, the ast one hundred production Dominie's had been completed to civilian standard by the de Haviland Repair Unit at Witney. Ready for civlian use the Rapides were acquired by KLM, the Anglo Iranian Oi Co Lt, Iraqi Airways. Ltd. Jersey Altlines and other operators workdwide. These numbers were swollen by prewar examples, which were also released from military impressment. Of eight examples exported and assembled Left: The USAAF in the UK operated » Fant of Rapides in the communications Tole during World War Two. This exami IRUSAAF colours is curremiy exhibited the USAF Museum, Below: Prior to operations with Alani £00), Rapide G-AGTHA was operated under itstormeridonaty as Domine NESSIn Peru, three were selected to operate within the interior, necessitating a ciimo to 17000R to cross the Andes and ‘eploy to their new base. in an effort to rationalise Mark rumbers, surviving prewar aircraft were designated Mk 1, Mk 2 and Mk 3 to cover hostwar conversions - Mk 2 indicating a ‘sic passenger layout with pilot and radio ‘operator, the Mk 3 carrying eight passengers and pilot Fitted with Gipsy Queen 2s and driving constant speed airscrews, the Rapide was designated Mk 4; the ‘conversion to this standard enabling the Rapide to be cleared for take off at an increased weight of 6000Ib, with a Substantial improvement in climb, ctuising and take-ott performance. Rapide G-AHKA, was the sole conversion toMk5 standard, with manually operated Variable pitch airscrews fitted 10 Gipsy Queen MVP engines. Aircraft fitted with the X5 fixed pitch metal airscrew developed by the Fairey Aviation Co Ltd were designated os the Rapide Mk 6 ‘Above: DH ‘over Tower Bridge (Alan WH Loft: BEA Rapide, G-AGSH ‘Alderney rt 3 Sells route In the United Kingdom, British European Airways Corporation (BEA) was formed on the 1 January 1946, and just thirteen months later absorbed the thirty rine Rapides and the routes operated by RAS, Great Western and Souther Air nes, Isle of Man Air Services, West Coast Air Services and Scottish Airways. The new nationalisation of the ines under the BEA banner, complied with the doctrine of the government of the day. However BEA divested itself of much of the Rapide fleet and in 1950 1ouped the remaining nineteen aircraft together, as the Islander Ciass'. Cartying the new BEA livery of siver and red, the Rapides were operated on the Scottish, Scilly and Channel Islands routes. In the Channel. Islands, Jersey Ainines initialy commenced operations from Jersey to France with charters, the first to St Brieuc, operated by Rapide G- GLE, taking place on 9 March 1949. The aircraft hadbeen chartered from Intemational Always. On 9 May 1945, this Rapide had earlier been the frst civil aircraft to land on Jersey after the Lveration. The aitine took delivery ofits first Rapide, GAKNF during May 1949, ‘operating is first regular scheduled ‘service on 7 April 1952, when Rapide G- AKED commenced operations between Jersey and Exeter. In subsequent years, the altine’s Rapides operated scheduled Left: DH Dra Ullsed by the Jon Rapido, G-AKNN was ish Skyaiving Club,site se, che ote: Mchenry, rs” Ce rates eras re tine Caraga a Sut Sy eb vont svat na naan ian coer a 2a ee Ree telat tick acl ed Slee Reece os Wade tenn Cae ane wise Tet by Rae ofr at a8 Ct Rash aR a a nae A ty Ste Rts ata cn rte so te he Sv SE Sad nl aca ‘ioe ema "Rt Sera hecoe sue fo a ay te F555 ST whl ay er iris Site ten Reis toe ronan Sele oe Saray ea tat Sx Rl Sc he 5s Sate at oa Sinedicldtacten ees eateries Ee Sa ene ok i Sis tn der sar as icicle westeae. reg oe org oie roa sath SS cn ON ae Sal ag ene re Ser aan RG rheometer ae alee Siamese tear Patan a Stan Tenn cc tt oe PS ane bo eects ‘ee is SS Peat pleat Aeon ly Eta SiS oie esas Sete Taig any many ott wi ol a Tad ok ts tapes fan wg aoa” Wiese he cee ty ee eeietemtet ‘bygone era that may also inspire the Pent ena te Se cs breyten steve eaten eae Seeegeratee ere Dour eee cae Bot eee’ 1935 - 1940 itman's Airways id GIACPM,G-ACPN, 6-ACPO, G-ADAG, G-ADAN, G-AOAJ, G-ADAL, 6-A00F ereey Airways and Airways HADBY The Ovens Bay 1 ADBW. Wighlond Airways Ud GIADA “iverness, G-AEWL Zatlond, Northern and Scotish Airway Ld G-ADAG, G-ADAH, 6-ADBU, G-ADDF Scotih Airways Us [G-ADAL verness, G-AEWL Zetor, G-AFEY,G-AFF,G-AFOL, 6-AFRK Railway Air Service Lt {GACPP iy of rit. G-ACPR ‘Cy af Birningham, G-AEAS Sta of Lancashire’, S-AEAK ‘Star of Mona G:ABAL ‘Star of Yorshare,G-AEAM ‘Star of Ute, (-AEBW ‘Star of Ronow, G-AEBX ‘Star of Scot G-AFFF Juno" ‘Abordaen Airways Lid and Aled Airways (Gander Dower) Ld (ACZE The Dow G-ACZF Carina’ (7242-27.1248, 6-ADAH Ponee, G-ADDE ‘Abardonian’ United Aways Lt G-AOAE,G-ADBU, G-ADBX Isle of Man Ait Services Lut ‘G-AEAJ RMA Castletown, G-AEAK,G-AEAL, G-AEAM, G-AEBW,6-AFEZ ‘Great Western and Southorn Arines id (GAACPP, G-ACPR, G-ACYM British Aways Lid (G-ACPN, 6-ACPO, G-ADAE, G-ADAG, G-ADAH, G-ADAI,G-ADAJ, G-ADAK, G-ADAL. {-ADBU, 6-ADBX,G-ADOF 6-ADIM Western Airways id 'GAACTU, G-ADBY, -ADDD, 6-AFSO 1945 - 1968 Brish European Alrways. (G-AFEZ’ Lord Shaftesbury, G-AFRK Rudyard Kipling, G-AGPH ‘Sir Honey Hayoloc, SAGSH Jones a Hard ACSK Lor RicherrC-AGUP Se abe G-AGUR ‘Lord Rober G-AGUU ‘Sir Colin Carpet’, G-AGUV "Genes ‘GANKS, Rober Louse Stveso G-ANKT Lore Tope -AFKUCocl Jon Rhode’, ‘G-AHKV'SirJames Outon, G-AHLL Si Henry Lawrencs,G-AHXW John Nicholson, (GAH "islander, G-AICL(named'Sir Henry Lawrence’ iter accdent to ‘GeAHLL at St Just on 21.553), GADXB Willam Gitar Grace’ G-AKZE Lard Ba 'G-AGSH,G-AGUR G-AHEB, 6-AKED, G-AKNE, {-AKNF, G-AKNX,G-AKOA, Maylower Air Services 'G-AHLM. G-AIUL Seilonia Airways (GAHAG Byer’ G-AHGC Tresco, G:AAKU 'Bisho’, G-ALGC Samson’ S-aveLy | i506 eliy Bock Wife Yelow Red luo AUminum Auminum Pupie DKBUE 1 ez 0 Neurol DkGreen DkEah Dayal Red Grey Dragon Rapido, K5070!2 of Ne Be (Coremcisatong) Sen fondo erea 8 gH 9, ACR tO ass 2), 85,6-ADDE, Te Abana ca Arways(Gancar Dower Eesti ioe fi the DkGieen U:Gieen (Spanish) [Sponsh)(Gponsh} i 80M, A772 potty to Sree cs ir aark 38. ‘Aled Aircaye,(Gandor Bower {etn th at 208BM, 09 of a A Force, DH, G AEB ‘Str of Sen orca Servees Us 1H 89, GADBY, The $2 Qunene Bajo Seey Amys ids E189, Ka ex-vP-KCR o he Rema Aunly crore ‘Seed Eton, Apri 1043 507Bisa xtc Kone | rca 10408 Domin, X7298206 of Na. then roan 508Donne, $824 of he Souhem Res KeForce i 1088 Doran, vit x97 of No. ‘Trreprvitligenatid i) rey 2808 Serie, repr 20a amine x7a32603-8R, of PRU RNAS Brom Danine HoT 8 of he ETS rnboroog crea Ma 108. Ha714902-67 of the stoi aS BinDH 89, GAGUP o |e? G-AGUP >, ‘ewaye, cro ey 16505 510