O0H DE HAVILLAND DH82 TIGER MOTHAEROGUIDE CLASSICS No} TIGER MOTH Published in Great Britain by Linewrights, Lud, PO Box 832, Ongar, Essex CMS ONH, England © 1992 Linewrights Le. ‘The contents of this book are strictly copyright and may not be reproduced or transmitted in any form without the prior \wnitten consent af Linewrights Lid ISBN 0996958.38 6 Written by Ray Rimell Edited, designed and produced by Roger Chesneau Colour profile, cutaway and camoutlage rawings by Mike Keep. Photo processing by Frank Collin, ‘Typesetting by Ronset Typesetters Li, Darwen, Lancashire Colour reproduction by Columbia Offset (Ux Ltd, London, ‘Monochrome reproduction by M&E Reproductions Ltd, North Fambridge, Essex Printing and binding by Staples Printers StAlbans Ud. The author and publisher thank all those who have helped in the preparation ofthis book: Dick Ward; Peter Kirby; Daryl Cott (Ae Hatfield); and the Tiger Moth owners ‘who allowed theirairraft fo be Photographed for these pages. All Uncredited photographs wore taken by the author. over illustration: Beautifully finished Tiger Moth G-AOH belonging to CFG Flying Lid Cambridge, photographed in 1988, Back cover plate: A Royal Navy Tiger Moth in Trainer Yellow assigned to 727 Naval Ar Squadron at RNAS Gosport (HMS Siskin), 1346-50, Linewsrights, Pr ¢ £4.50 net UK onlyTIGER MOT DE TAVILLAND DHIS2 TIGER WY \ AEROGUIDE NUMBER 6Background Family Arctiidae: TIGER MOTH (Arctia caja) Many extraordinary varieties of this species have been produced RLEFord: Larger Moths ORIGINS The first de Havilland Moth, so named by Sir Geoffrey de Havilland because of his passion for entomology, made its maiden flight from the company aerodrome at Stag Lane, Edgware, on 22 February 1925 The Moth evolved from de Havilland’s dream of producing a simply maintained, easy-to-fly and cheap aeroplane that would introduce a wider circle of people to the world of aviation. Simplicity was the key to its considerable success, and the DH 60 quickly achieved popular acclaim: ‘90 were ordered by Sit Sefton Brancker, Director of Civil Aviation, for government-sponsored flying clubs. Demand for the Moth soon began to outstrip the supply of the surplus World War I Air Disco-Renault V8 engines from which the four-cylinder Cirrus powerplant had been developed. De Havilland there- fore asked freelance engine designer Major Frank Halford to come up with a completely new power- plant. The first examples, named Gipsy, were com- pleted in 1927 and trials were extremely encouraging, ‘The power-to-weight ratio was excellent, producing, 135hp for 295lb of weight. Production Gipsy motors were de-rated by S0hp for the 1928 DH 60G Gipsy Moth and proved completely reliable. The development of both engine and Moth pro- ceeded more or less in tandem, power being in- creased to 120hp in the Gipsy II and to 130hp in the Gipsy Ill, the latter engine being renamed Gipsy Major. The year 1928 saw a Moth development which took the form of a welded steel tube fuselage in place of the wood-framed original. The DH 60 Metal Moth was popular in Australia and Canada and became the first Moth design to be ordered in substantial num- bers for the Royal Air Force. Worldwide military interest in the Moth persuaded de Havilland to produce a training version in 1931, the 4. Seven Tiger Moths, resplendent in overall Trainer Yellow finish, lined up at Hatfield on 29 August 1939. British Aerospace 2. Three of the eight Tiger ‘Moths operated prewar by the Midland Aero Club of Castle Bromwich near Birmingham, All are finished in the club colours of dark red with aluminium doped wings, tal surfaces and trim. British Aerospace 3. Acolourful prewar formation of Tiger Moths, some in the original RAF training colour scheme, the ‘others wearing civil registrations - many of which latter have been recorded as belonging ta No 12 Scottish Aviation Lid of Prestwick. This was one of several civilian ‘operated Elementary and Reserve Flying Schools where RAF pilots were given ab Initio training under the Expansion Scheme. Although nearly 40 such Tiger Moth schools existed throughout Britain, only nine used Tigers incivil colours, those of Prestwick being orange with aluminium wings and tim. G-ADWM was later impressed into RAF service as BBBOS, Brivish Aerospace 4. Fully camouflaged Tiger Moth 16297, one of the 3500 ‘examples ofthe type built by Morris Motors Lid of Cowley Oxfordshire. British Aerospace 5, Three Mortis Motors-built Tiger Moths of the Oxford University Air Squadron British Aerospace1 DH 60T. It was essentially a Metal Moth with a Gipsy engine, and the aeroplane’s framework was streng- thened to accept the fitting of cameras, practice bomb racks andior radio equipment. Additionally, new wings of modified aerofoil section were de- signed, and the fuselage doors were deepened for easier access to the cockpit. The DH 60T was evalu- ated, but not adopted, by the RAF although a number of foreign governments bought the type. Despite the RAF’s coolness to the DH 60T, their various criticisms of it, coupled with suggested improvements from the Aircraft and Armament Experimental Establishment (A8AEE) at Martlesham Heath, encouraged de Havil- land to continue his trainer theme. The main reason for the rejection of the DH 60T for RAF use concerned the cockpit layout, which had remained unchanged from the very first Moth design The unstaggered wings placed the centre-section gravity fuel tank immediately above the front cockpit, making entry and exit difficult, the latter a particularly ious matter in an emergency. However, the British Air Ministry remained cogniscent of the aeroplane’s overall qualities and invited de Havilland to develop the design and meet their Specification 15/31 for a new RAF training machine. The design and develop- ment work was undertaken very much on an ad hoc basis, using a dismantled Moth trainer at Stag Lane as a full-scale mock-up airframe for the new machine, Chief Designer A T Hagg, assisted by engineers F T Hearle and F C Plumb, evolved the new aeroplane without drawings — an amazing fact considering the eventual result! THE TIGER IS BORN Similar in many respects to the earlier Moths, the new design in fact incorporated several major changes. The engine was inverted in order to improve drastic: ally the forward visibility, while the generous 22in, stagger at the wing root made access to the forward, cockpit a great deal easier. The latter revision neces- sitated sweepback to maintain the posit centre of gravity, which, measured at the interplane strut positions, was different on upper and lower wings, at 11in and 9%in respectively. This difference merits a little clarification from F C Plumb, one of the original engineers responsible for producing the prototype: ‘Alter some discussion between Mr Hunter [W D Hunter, Project Engineer] and myself it was decided to try moving the wings back 9 inches at the interplane struts from the original positions. When the rear spars in all four wings had been1. DH 82A Tiger Moth N6919 (Works No 63) with the King, of Belgium making his solo flight. The aeroplane is in the 1940 camouflage scheme; note the gas detection panel ‘on the rear fuselage decking. British Aerospace 2. Wartime Tiger of No 1 ‘AOS, Royal Australian Air Force, at Cootamundra, 5 September 1942, with broad yellow wing and fuselage panels over the camoullage finish. Via Richard L Ward 3. Royal South African Air Force Tigers in overall aluminium and with yellow bbands forward ofthe anti-spin strakes. W Mogaridge via Richard L Ward 4, Pre-war RAF Tiger Moth with blind-flying hood in stowed position, Note the de Havilland company logo transfer applied tothe tail fin, Brivsh Aerospace 5. An unashamedly posed photograph to show vibration tests taking place on a Tiger Moth. The location is, probably Hatfield. British 4 Aerospace6 shortened, the aircraft was temporarily rigged and the centre of gravity position checked. It was then found that 9ins was not enough sweepback and rather than refit new rear spars to all four wings it was decided to swing back the upper wings an additional two inches and check the effect of this on the CG. This was sufficient to re-establish the centre of gravity range - hence the difference between the upper and lower wings. . Itis a tribute to the designers that so few modifica- tions to the Tiger have been found necessary in the six decades since the prototype’s maiden flight. The first DH 82 was powered by the ever-reliable 120hp Gipsy Il and the rear fuselage turtledeck was formed, by fabric-covered stringers which gave a distinctive if not particularly attractive appearance. The DH 82A (RAF Tiger Moth Mk Il) had a plywood-covered rear fuselage decking and in 1942 came the type’s final extensive modification ~ large anti-spin strakes fitted forward of the tailplane to help cure the Moth’s reported tendency to flat spins. Later on the in- cidence of the upper wing was reduced. CAREER The Tiger Moth soon proved immensely popular with the many flying clubs of the 1930s, and, although many pilots considered its predecessors more pleasant to fly, the new biplane was more robust and, ideally suited to the rigours of pilot training. Its one main drawback was that, unlike the early Moths, the wings could not be folded, and consequently Tigers occupied more hangar space. By the outbreak of World War Il over 300 Tiger Moths were being used in civil flying clubs and reserve flying training schools, with more than 1000 already serving with the Royal Air Force. The eventual, ‘wartime production for both the RAF and the Fleet Air Arm reached just over 4000, 75 per cent of which were built by Morris Motors Ltd of Cowley, Oxford. The Tiger was also built under licence in Australia, Canada (as the DH 82C) and New Zealand for the training of Commonwealth pilots, more than 2000 aircraft being produced. In 1935 de Havilland pro- duced a radio controlled target-tug version of the Tiger and up to 1943, when production ceased, 420 1. PH-UA?, one of several Tiger Moths sold to the Netherlands, where the authorities insisted on a rather unflattering fin modification British Aerospace 2. Tiger in rouble: T5404 {rom No EFTS, Wester Junction, Tasmania Via Richard ( Ward 3. Tiger Moth with underiuselage bomb racks; a total of eight bombs could be Carried, This arrangement was mote common than the Underwing fiting. British Aerospace 4. The Tiger Moth saw extensive use with RAF training squadrons during World Warl. G-ADNZ, afar Fight, was built by de Havilland. is works number has been recorded as 3420 i and itis on the current UK nme ME register. Brtsh Aerospace Bek Ge Fe 5-Aline-up of RNZAF trainers tie "CSN ame including Tiger Moths. RNZAF1.15902, one of 420 radio: controlled Queen Bees, officially designated DH 828, with a spruce and plywood fuselage structure as opposed tothe standard version's, welded stee! frame. British Aerospace 2. A Queen Bee on an ‘operational launch from one (of HM ships. British ‘Aerospace 3. DH 82C 4471, builtby de Havilland Aircraft of Canada, belonged to 19 EFTS. RCAF 4, Nota Queen Bee, but the Tiger Club's unique but now extinct Sea Tiger. A Jackson 5. G-AIVW suffered this accident in 1973. The Edo floats came from an Aeronca Sedan. AJ Jackson 6. The specially designed ‘canopy forthe DH 82C. This is 4861. GL MarshallQueen Bees (as the type was known) had been built for the RAF and Royal Navy. The Tiger Moth emerged, from the war as the ideal training machine but several had been pressed into service as makeshift anti- submarine spotters while others had been fitted with small bomb racks below fuselage and/or wings. By the time production of the Tiger Moth had ceased, the total number of aeroplanes built — including the Queen Bee — had reached 8349: 5486 of these had. been built in Britain, 1543 in Canada, 1070 in Australia, 133 in New Zealand, 91 in Portugal, 38 in Norway and 23 in Sweden When the Elementary Flying Training Schools were closed down after the war, the flying clubs lost little time acquiring large numbers of the war-surplus Tiger Moths which were available in plentiful numbers and the cheapest training aeroplanes available. The many new Tiger Moth operators all over the world soon discovered that the little biplane was easily adaptable to a number of tasks probably never anticipated by its, original designers. Tigers have been successfully converted into single-seat aerobatic machines, modi- fied for crop spraying, fitted with skis and floats and blessed with a number of enclosed cabin designs, the ultimate being the four-seat Thruxton Jackaroo of which several examples still exist. For film work, the Tiger has also earned its laurels, whether loosely disguised as a World War | biplane by mere painting or extensively modified to create more realistic representations such as the pseudo-Rumplers used in David Lean’s Lawrence of Arabia and the partial airframes used as a basis for the Pfalz fighters in The Blue Max. Indeed the Tiger Moth has probably enjoyed more postwar film work than any other aeroplane. AIRBORNE In calm conditions the Moth is delightful to fly but is sensitive to turbulence. Stability has been described, as ‘outstanding’ by many pilots, possibly too good, laterally, for the type exhibits somewhat ineffective roll control due to designer A T Hage’s differential gearing which tends to slow movement of the down- going aileron, preventing adverse yaw and rolling the aeroplane level if stalled in the turn. The resultant, poor roll control is exacerbated by the absence of Upper wing ailerons. For aerobatics the Moth is limited somewhat by lateral stability but it loops well and has been, and always will be, a popular mount for the air display pilot. In the 1990s, in a world of stealth bombers and Space Shuttles, the venerable ‘Tiggie’ is still going, strong and is now a highly prized (not to mention highly valuable) collector's item, with reconditioned and rebuilt examples constantly reappearing on the UK civil register list. Longer-lived than even the equally legendary DC-3 Dakota, the Tiger Moth celebrated the 60th anniversary of its first flight on 28, October 1991 and most of the many examples extant will doubtless still be flying, providing enjoyment for operators and enthusiasts alike, well into the twenty- first century, evoking memories of the golden era of, aviation,10 1. Ee RAF DE6I5, one of 750 Tiger Moths built by Morris, Motors, with its service ‘markings obscured and anew Civil repistration somewhat crudely applied with a spray gun. Via Richard L Ward 2. Tiger Moth G-ANKK ( RAF 15854) at Biggin Hill on 7 April 1962. Richard L Ward 3. Tiger Moth G-AOIM (ex- RAF 17019), here at Elmdon fon 11 July 1959, remains on the UK register. Via Richard L Ward 4, G-APMX (ex-RAF DE715) at Dunsfold on 19 june 1972 in Rollason Flying Group colours. Richard L Ward 5, Seen at Redhill, home of the Tiger Club, to which this DH82A belongs, G-APRA bears the club's distinctive ‘emblem on its fin. Via Richard L Ward 6. The immaculate G-ADGV was once owned by the late Air Commodore Allen Wheeler and is seen here at (Old Warden in 1980. The aircraft was restored in the Colours of Brooklands Aviation Ltd (No 6 Civilian ERFS|—blck red and 2. Tiger Moth G-AIZF of Farm ‘Aviation, at Redhill on 14 January 1962. Like a number of other Tigers, ithas four stub exhausts as opposed to the slandard arrangement Richard L Ward 8. In August 1961 this Tiger Moth crop-sprayer visited Old Warden Aerodrome, home of the Shuttleworth Collection, The Britten Norman rotary atomiser installation can be seen fitted to the lower wing. SG Jones via Richard L Ward 9, Another crop-spraying Tiger ‘was G-APSS, seen here at Kidlington on 26 April 1959, On this aeroplane the atomisers have been placed ‘well outboard. Via Richard L Ward 10. The famous Tiger Club emblem. Richard L Ward 11. ARoyal Navy Tiger, T6296, at RNAS Yeovilton in 1964. Doped aluminium overall, it bears a wide yellow fuselage band aft of the roundel. Richard L Ward 12. The RAF Museum's Tiger ‘Math at Abingdon in 1968; it is now displayed at Hendon. Via Richard L Ward 1 10 ry o Tiger Cliib1. The inverted Gipsy engine provides vastly improved forward visibility and is neatly and closely cowled. Immediately below the side cowling hinge isthe carburetor air intake 2. Asimilat view of another aircraft reveals only minor diflerences, the long exhaust pipe and redesigned side cow! Of this Tiger being evident, The foothold behind the cowling is usually backed ‘with a leather ‘pouch 3. The powerplant normally fitted tothe Tiger Moth isa 30hp Gipsy Major four. cylinder in-line air-cooled engine built by de Havilland. The installation is extremely neat and the generous-area side cowls allow for easy access. This view emphasises the simplicity of the engine mounting frame. The engine bay structure consists of two. side frames each made of three square tubes in triangular form, welded flat in ajigatthe joints which are reinforced with sideplates. 4, Starboard aspect of the Gipsy installation. The aircraft's handbook recommends the engine to be correctly mounted in rubber blocks to prevent rough running and vibration, This system allowed the engine a definite amount of low-period oscillation when ‘ticking over fon the ground or when throttled back fr gliding. Revolutions per minute during ground-running are normally 1850-2000. 5. Starboard hinged panel of a typical Tiger Moth 6. Port hinged panel 7. The de Havilland two- biaded fixed-pitch propeller is held in place by eight nuts under the neat aluminium spinner. 8. Theil tank is fitted externally to the por side of the lower forward fuselage for cooling purposes and holds 2.1 gallons. The filler cap is. ‘mounted well forward and ‘access is only possible when the port side cowling pane is raised. 9. The distinctive cut-out of the Tiger Moth's front cowling (which is fixed provides efficient air cooling for the engine4 1. Both cockpits feature hinged side panels with simple, sprung latches to lock the panels in place. 2. An unusual angle on the forward port fuselage shows the simple bolt-on oil tank The streamlined conical fairing below the cowling at extreme left protects the oil overllow pipe. 3. Looking downon the starboard lower wing root with the fying wire attachment points and rudder cables prominent 4 The distinctive venturi pipes are mounted on either side of the front cockpit position. Note the neat pressed: aluminium fairing over the centre-section strut attachment points, 5. Starboard venturi and stut detail, Note the wing slot locking cable running up through the fuselage. 6, This restored Tiger Moth photographed at Old Warden in 1988, sports an enlarged venturi, The long pipe fixed to the centre-section strut isthe gravity feed from the fuel tank 7. The pitot-head static tubes mounted on the forward starboard interplane strut. The pipes enter the wing at the foot fof the strut and run externally through to the cockpit. 8. Lower wing leading edge dotail, starboard, showing the simple attachment points for the flying wires. The Tiger Moth handbook warns owners totake care when rigging the aeroplane and toensure that main flying and landing wires are not aver tensioned to the textent of bowing the main plane spars: twill be appreciated that these heavy and large unsupported wires, can be indiscriminately tightened to this degree and should be avoided 9. The rear rudder pedals are positioned well forward and exit through long slots immediately above the lower wings. The cables are doubled for safety 10. Lower starboard wing detail, showing the distinctive rear spar mounting and fishplate, Note the wing read ‘area at extreme right, protecting the surface during cockpitentry and exit.16 DEHAVILLAND DH 82A, TIGER MOTH BASIC SPECIFICATION Dimensions: Span 29 in; length 231 I1in; height sit 91/:in; wing atea 239 5q ft Powerplant: One de Haviland Gipsy Major engine rated at 130hp or Weights: Tare 11151 Palo 1825, Performance: Maximum speed 104mph; cruising specd ‘85mph; climb rate 536ttimin atsea level; service ceiling 14,000ft range 300 miles, KEY TO CUTAWAY 10. 11 2. B. 4. 15, v. 18. 19, 20 21 2 23, 25, 26. Fe 28, 23, 30. 1 33, 36. 37, 38, 39. 40 41 2, Spinner. De Havilland fixed-piteh ‘wooden propeller. Engine cooling air intake, De Havilland Gipsy four cylinder inverted inline liquid-cooled engine. Oil tank Engine bulkhead, Venturi Wing walkway. Main undercarriage leg. Pivoted cross-axle, Drag strat, Main wheels Windscreens. Fuel feed pipe. Instructor's instrument panel Students instrument panel Control columas. Blind-fiying hood folded. Locker. Rear fuselage structure Rudder cables, Anti-spin strakes, Control cables. Tail fin Rudder. Tail navigation light Tailplane. Bracing strut Tailskid Pitot tubes, ‘Wing leading-edge slats Interplane struts. Centre-section struts Starhoard upper mainplane, Starboard lower mainplane. Fuel tank. Fuel gauge. Fuel tank filler cap, Port upper mainplane. Wing-tip navigation light. Port lower mainplane. Bombs718 1. Rear centre-section detail, Upper port mainplane. Note the wing slot locking cable (and tuber handgrip) cunning, along the tailing edge of the ‘gravity fuel tank. 2. Alller view of the gravity fuel tank, which holds 18 Imperial gallons. 3. Underside aspect of the sravity fuel tank, showing the ‘metal retaining plates ‘outboard of the struts and, in between them, the lat cover plate over the tank's spar channel 4. A closer view of the gravity tank underside, showing the sump and ieed pipe 5. Official de Havilland ‘drawing No M1695, showing, the DH82 Tiger Moth fuel system, 6. Port interplane strut detail There isa slight difference in the lengths of the struts because of the differential siweepback. They are made of solid spruce, with metal fittingsoa oea 1. Official de Havilland 1 interplane Strut fixture to lower wing, ng shows pitot head imped to leading iskepttoa n by metal tubes wi ed wood centee joint and fore and aft ‘bullet facings. 7. Close up of the typical DH £82A pitot head.2B 1. The intercom and baggage stowage area ison the starboard side, immediately behind the rear cockpit, This preserved Tiger carries Angled row of studding for the blind-flying hood, 2. The stowage hatch shown fully open. 3. An unusual aspect of a typical wartime RAF Tiger shows the shape of the ant spin strakes fitted as standard to new aircrattin September 1942 and retrofitted to others from then onwards. These strakes have continued to tengender debate amongst Tiger operators ever since, many pilots insisting that they are quite unnecessary in the absence ofthe wartime bomb racks which were partly responsible for the ‘modification, British Aerospace 44, Elevator and rudder control horn and cable fixing. Note the stitching of the fabric covering tothe tailplane ribs, the latter then being covered with rib tapes and doped. 5. Fin leading edge, with metal ‘shoe" fairing and anti spin strakes prominent. 6. A stakeless Tiger Moth. ‘The simple eyelets on the leading edge guide the upper ‘control cables forthe elevator. 7. Starboard aspect of rudder Control horn and cables; note the gap under the fin. A certain degree of trimming is afforded by packing washers under the tailplane spar. 8, Rudder of Canadian Ti (OH 82C) 4861, circa 1979, ‘The profile is distorted by an ‘over-generous application of shrinking dope! G { Marshall Via Richard L WardaaaSE mersio eA 41, 2,3. The Tiger Moth’s undercarriage is of the divided-axle type with legs embodying stee compression springing. The top ends are fixed to the lower longerons and the others to a cranked hal-axle ited toa vee-strt, Stay tubes run from the fuselage to the leg leading edges —a simple yet sturdy artangement. The Dunlop Rubber Company provided the 19in x 7in intermediate low-pressure tyres which were fitted as standard. This preserved Tiger also has the distinctive, embossed wheel hub covers which are normally finished in two ‘colours as here. The manufacturer's handbook recommends that the tyres should not be over- inflated: . a very appreciable flattening should bbe apparent on the ground. This will resultin more comfortable landing and taxying and will give longer life and less wear and tear to the undercarriage and structure, 4, Looking down the lower fuselage, showing the central vvee-strut with extra stays mounted midway. Beyond are the external aileron cables 5, The official handbook ‘drawing showing the standard DH undercarriage leg and compression spring fitted not nly to the Tiger Moth but also the Gipsy Moth, Moth Trainer and Moth Major. Early aitcraft \Wweee fitted with rubber-in compression springing, 6. This Tiger Moth is G-ANSA, photographed at Liverpool Airport on 28 August 1957. ‘The canopy and whee! spats are not standard items but such modifications and additions were made to several Tigers postwar following their purchase by private flying clubs, Richard L Ward 7. The simple, sprung talski, \which is linked to the rudder by asimple clamp. 8. A clearer idea ofthe design ofthe tailskd is afiorded by this example, seen during restoration in 1983, 9. On some Tiger Moths, the ‘owners have exchanged the standard tailskid for a til ‘wheel to aid ground handling,1,2. Rear cockpit. The flying controls are contained in a long box attached to the fuselage floor and the pilot's seat is bolted to a platform on the rear of the box (the front seat is set into a plywood- covered former just forward of diagonal member) Engine Controls are to the lefttogether with a lever that applies levator bias to serve as an i: flight tailtrimming device. On the right-hand side is another lever (not visible here to lock the automatic wing slots for aerobatics. The controls in the front cockpit can be {quickly disconnected when a passenger isto be taken aloft British Aerospace 3. Forward cockpit control panel detail. The upper three instruments are, from left to right, air speed indicator, turn and bank indicator and engine Speed indicator. Atlower left isthe altimeter, inthe centre the standard RAF compass and atextreme right the oil pressure indicator. 4. Amore intimate view of the forward cockpit, with the throttle lever at lower left, The leather-covered crash pad seen here is typical 5. Rear cockpit detail. At ‘extreme right isthe control lever for locking the wing slots; the knob, like that for the throttle lever opposite, is painted red. Virtually all interiors of current Tigers are finished inthe distinctive RAF cockpit grey-green. 6. Some Tiger operator achieve a modicum of extra comior by fiting padded cushions and backs to the Tiger's bucket seats, 7. Forward cockpit of DHB2A G-AIW of the Tiger Club at Redhill in April 1979, with a Variation of instrument layout Below the small centrally mounted compass, a plaque reminds the pilot to remove the starter battery and stow the leads on the hold-cown bolts before attempting aerobatics, Richard L Ward 8. Rear cockpit of G-AIW. Note the magneto switches at extreme leit. Richard L Ward 9. Standard-pattemn windscreen a fitted to the Tiger Moth, Some single-seat conversions have special large-area screens,DE HAVILLAND DH82A TIGER MOTH No 22 Elementary Flying Training School, Royal Air Force, Cambridge, 1940-41 Spinner: Dark Green Fin flashes: Dull Red/White/Dull Blue = > Exhaust pipe: Reddish brown Code number: Night (matt Serial number: black) with Trainer Yellow Night (matt black) outline Note: N9374is painted in the ‘shadow. shaded’ camouflage scheme, with the Undersurfaces: Upper surfaces ofthe lower mainplanes finished in lighter colouring than the remainder ofthe scheme in order to compensate for the shadows thrown by the upper mainplanes. All paints are matt finish Trainer Yellow va oe ie Propeller: Night (matt black) oe — \ Wheels, struts and axle: Trainer Yellow Underwing serial numbers: Night (matt black) Underwing roundels (Type 1:72 scale ‘X): Dull BluesWhite/Dull Red29 Upperwing roundels (Type Uppersurface "B)}: Dull Blue/Dull Red camouflage: Light Wing walkways: Cockpit interiors i Night (matt black) Aircraft Grey- Green X Uppersurace Eo ‘camouflage: Dark — anh Uppersurface camouflage: Light Earth Uppersurtace ‘camouflage: Dark Green Gas detector panel: Yellowish- Interplane struts: Trainer fren Yellow Tailskid: Trainer Tips of propeller Yellow blades: Trainer Yellow Fuselage roundels (Type ‘A’ Dull BlueWhite/Dull Red, ‘outlined in Trainer Yellow adjacent to camouflage paint30 DH 82A Tiger Moth, Airwork Ltd, Perth, September 1936 White fuselage with all tim in green; silver wings and tailplane. DH82A Tiger Moth, Escuela de Vuelo Ribera, Spanish Republican Air Force, 1936 Dark green with pale blue loner suiaces and red wingtips and fuselage band; red top), yellow ind violet rudder; polished wooden sts, Serial hhumber unknown, DH B2A Tiger Moth (Sk 114), Swedish Air Force, 1937 Yellow and deep red with yellow (lorward) and ‘medium blue rudder lack serial numbers silver Skis. Black and white national markings. DH 82C Tiger Moth, No 119 Squadron, Royal Canadian Air Force, February 1939 Yellow and black with siver canopy framing Red, shite and blue rounds; black serial numbers DH 82 Tiger Moth, Grupo 30, Spanish Air Force, 1939 Light rey Uppersurfaces and pale blue black and white rudder and wing serial numbers,DH 828 Queen Bee, RAF Henlow, 1939-40 silver overall with yellow upper wing tips: black serial and code numbers rmainplanes} with Trainer Vellow undersurfaces ‘iver floats and strut; black serials DH 82A Tiger Moth, No 10 EFT, Yatesbury, Bristol, August 1940 Dark Eath and Dark Green uppersufaces and ‘Trainer Yellow undersuraces; black wheel cover, wheel struts and registra DH 82A Tiger Moth, No 28 EFTS, Salisbury, Rhodesia, May 1942 Trainer Yellow overall ed and white fuselage bhand: white numeral on nose; black erat umber, (DH 2A Tiger Moth, Oxford University Air Squadron, 1946 Trainer Yellow overall dark blue and white shield: dark blue wheel covers; black serials and code eters32 DH 82A Tiger Moth, Royal Netherlands Air Force, 1947 Trainer Yellow overall; ed, white and blue national matkings range ceattes to roundels) black seralsand codes. DH 82 Tiger Moth, Army Air Corps, Middle Wallop, mid-1950s Silver overall with Traine Yellow bands around fuselage and across top of upper wing and bottom of lower wing: red spinner and wheel covers; black codes and serials DH 82A Tiger Moth, Farm Aviation Ltd early 19605 Blue and white with iver wings and tailplane: white fuselage lash and leterng; black reaistation lees. DH 82A Tiger Moth, Flying Training School, Southern Rhodesian Air Force, Cranbourne, late 1940s Silver overall red, wite and bive national markings wth gen yellow green flanking bars; black codes and eras Thruxton Jackaroo, 1957 blue overall with red reistration letes, black racing number on white dis; black, yellow and ‘white Tiger Club emblem on fin,FOR FURTHER DETAILS... Linewrights produces an exciting range of high- quality aviation publications for the discerning enthusiast. 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