De Havilland Dragon Rapide
Template:Short description Template:Use dmy dates Template:Use British English Template:Infobox aircraft Template:Lowercase title The de Havilland DH.89 Dragon Rapide is a 1930s short-haul biplane airliner developed and produced by British aircraft company de Havilland. Capable of accommodating 6–8 passengers, it proved an economical and durable craft, despite its plywood construction.
Developed during the early 1930s, the Dragon Rapide was essentially a smaller, twin-engined version of the four-engined DH.86 Express, and shared a number of common features, such as its tapered wings, streamlined fairings and Gipsy Six engines. First named the "Dragon Six", the type was marketed as "Dragon Rapide" and later simply known as the "Rapide". Upon its introduction in summer 1934, it proved to be a popular aircraft with airlines and private civil operators alike, attaining considerable foreign sales in addition to its domestic use.
Upon the outbreak of the Second World War, many of the civil Rapides were pressed into service with the Royal Air Force (RAF) and Royal Navy. Referred to in military service by the name de Havilland Dominie, the type was employed for radio and navigation training, passenger transport and communications missions. British training aircraft had names with educational associations, and dominie is a Scots term for a school teacher.
Hundreds of Dominies were also constructed during the war. Other Rapides continued to be operated by British airlines throughout the war under the auspices of the Associated Airways Joint Committee (AAJC). Postwar, many military aircraft were returned to civilian service. Shortly after the end of the Second World War, de Havilland introduced a Dragon Rapide replacement, the de Havilland Dove.
Design and development
Origins
.jpg){kind=link}
During summer 1933, the de Havilland aircraft company commenced work upon an aircraft to meet an Australian requirement, producing a four-engined faster passenger aircraft capable of seating ten passengers, the DH.86 Dragon Express.<ref name = "moss 3"/> An important feature of the DH.86 was the newly developed and powerful Gipsy Six engine, a six-cylinder variant of the four cylinder Gipsy Major engine. The DH.86 would serve as the a key starting point for the later DH.89.<ref name = "moss 3">Template:Harvnb</ref>
During late 1933, a team at de Havilland, led by aircraft designer Arthur Ernest Hagg, began working on a new design, intended to be a faster and more comfortable successor to the earlier DH.84 Dragon. The new aircraft was, in effect, a twin-engined, scaled-down version of the four-engined DH.86 Express.<ref name = "moss 3"/> It shared many common features with the earlier DH.86 Express, including its tapered wings, streamlined fairings and fuselage, as well as the same Gipsy Six engines.<ref name = "moss 3"/> However, the DH.89 demonstrated none of the operational vices of the Express.
.jpg){kind=link}
On 17 April 1934, the prototype conducted its maiden flight at Hatfield Aerodrome, Hertfordshire.<ref name = "moss 3"/> Flown by senior de Havilland test pilot H.S. Broad, it was powered by a pair of Template:Convert Gypsy Six engines. Even prior to the prototype's first flight, plans to proceed with serial production of DH.89 had already received the go-ahead from management.<ref name = "moss 3"/> During May 1934, airworthiness trials commenced at RAF Martlesham Heath using the prototype; during one such flight, upon attaining a speed of roughly Template:Convert, the tip of the aircraft's nose buckled. In response to this event, a maximum permissible speed of Template:Convert was implemented for all DH89s.<ref name = "moss 3"/> Upon the conclusion of trials, the prototype was sold.<ref name = "moss 3"/>
By November 1934, series production of the Rapide had reached full swing.<ref name = "moss 4">Template:Harvnb</ref> Originally referred to as the "Dragon Six", the aircraft was first marketed as the "Dragon Rapide", although the type later came to be popularly referred to as simply the "Rapide".<ref name = "moss 3"/> Prior to the outbreak of the Second World War, 205 aircraft were manufactured for airlines and other private owners all around the world. The Rapide is perhaps the most successful British-built short-haul commercial passenger aircraft to be produced during the 1930s.
Further development
In response to the issuing of Specification G.18/35 by the British Air Ministry, de Havilland decided to design and produce a single prototype of a modified Rapide for undertaking coastal reconnaissance.<ref name = "moss 4"/> Trials using the prototype, K4772, were performed between April and June 1935 at RAF Martlesham Heath and RAF Gosport. However, it ultimately lost out to its rival, the Avro Anson.<ref name = "moss 4"/> K4772 was later used by the Royal Aircraft Establishment (RAE) in automatic landing trials before being broken down for spares. Work on a militarised version of the Rapide was not wasted as multiple sales were soon completed with other military customers, the first of which being to the Spanish government in December 1935.<ref name = "moss 4"/>
Sensing demand for the type, de Havilland continued to modify the Rapide's design following its entry to service, creating both refinements and entirely new derivatives as a result. Aiming to produce a faster version of the Rapide, a smaller, lighter and externally cleaner version, designated as the DH.90 Dragonfly, emerged; first flying in August 1935, the DH.90 failed to achieve a similar rate of sales to the Rapide and production was terminated in 1938 after 67 aircraft had been completed.<ref name = "moss 5"/> In November 1935, the 60th airframe to be produced, G-ADWZ, was modified and used by de Havilland as a trials aircraft. Fitted with elongated rear windows, cabin heating, thickened wing tips, and a strengthened airframe to allow for an elevated gross weight of Template:Convert, G-ADWZ later participated in trials at Martlesham Heath, after which the higher gross weight was cleared for service.<ref name = "moss 5"/>
In response to the announcement of an air race between Britain and Johannesburg, South Africa, de Havilland's design team produced a specialised variant of the Rapid, designated as the DH.92 Dolphin.<ref name = "moss 5"/> This one-off derivative featured a retractable undercarriage, an expanded wingspan of Template:Convert, a modified nose section, and an increased all-up weight of Template:Convert; however, flight tests in August 1936 revealed there to be no performance improvement over the standard Rapide, leading to the sole Dolphin being scrapped months later.<ref name = "moss 5 6">Template:Harvnb</ref>
In November 1936, in response to suggestions that the addition of flaps would aid in landing, a single Rapide was modified in order to explore their functionality.<ref name = "moss 6"/> Based on this performance, in February 1937, de Havilland announced that flaps would be fitted to all production aircraft from that year onwards, while other improvements such as a downwards-facing recognition light and metal propellers could be fitted as options. From 1937, to signify the fitting of improved trailing edge flaps, aircraft thus equipped were accordingly re-designated as DH.89A; earlier-built Rapides were commonly retrofitted to this standard during their service life as well.<ref name = "moss 6">Template:Harvnb</ref>
Operational history
Prewar operations
During July 1934, the first production Rapide, G-ACPM, performed the type's public debut at Hatfield with its entry into the 1934 King's Cup Race.<ref name = "moss 3"/> While having achieved an average speed of 158 MPH, G-ACPM had to be withdrawn from the race during Heat 9 of Round 2 when the wing sustained damage caused by hail while flying over Waddington, Lincolnshire. Another purpose-built Rapide, ZK'-ACO, was entered into the 1934 MacRobertson Air Race; fitted with three additional fuel tanks within the fuselage to extend the aircraft's range to 1,000 miles, the aircraft, flown by Squadron Leader J.D. Hewett and Mr C.E. Kay, took sixth place in the handicap race and fifth place in the speed race.<ref name = "moss 3 4">Template:Harvnb</ref>
In the summer of 1934, the type entered service with UK-based airlines, with Hillman Airways Ltd being first to take delivery in July. The Anglo-Persian Oil Company was another early company to purchase the Rapide; used for quick communications purposes between individual oil fields spread out over vast distances, the aircraft quickly became popular in the oil industry, with the Iraq Petroleum Company and the Asiatic Petroleum Company also procuring their own Rapides.<ref name = "moss 4"/>
From August 1934, Railway Air Services (RAS) operated a fleet of Dragon Rapides on routes linking London, the north of England and on to Northern Ireland and Scotland. The RAS DH.89s were named after places on the network, for example "Star of Lancashire".<ref>Template:Harvnb.</ref> Isle of Man Air Services operated a fleet of Rapides on scheduled services from Ronaldsway Airport near Castletown to airports in north-west England including Blackpool, Liverpool and Manchester. Some of its aircraft had been transferred to it after operation by Railway Air Services.
During late 1935, the first of an initial batch of 16 Rapides were shipped to the manufacturer's Canadian branch, de Havilland Canada, for modification and re-sale purposes.<ref name = "moss 4"/> Canadian aircraft received various changes, including an extended dorsal fin and a modified undercarriage arrangement, allowing for either wheels, skis, or floats to be interchangeably installed, dependent upon usage and weather conditions.<ref name = "moss 4"/> The sole Canadian prototype, CF-AEO, was sold onto Quebec Airways in June 1935. Further Rapides were delivered to other customers in Canada, such as Canadian Airways, who used it on their West Coast and maritime routes.<ref name = "moss 4 5">Template:Harvnb</ref>
On 30 January 1942, the majority of major Canadian operators were amalgamated into Canadian Pacific Air Lines, who continued to use the type.<ref name = "moss 5">Template:Harvnb</ref> Further Canadian sales of the Rapide would occur both during and after the end of the Second World War.
During 1938, British operator Airwork Limited placed an initial order for nine Rapides to serve as navigation trainers.<ref name = "moss 6"/> The order had been motivated by policy changes within the British Air Ministry, which sought to expand this capability. Repeat orders were placed by Airwork in the lead up to the Second World War, upon which point the firm's fleet of Rapides were all taken on by the Royal Air Force (RAF).<ref name = "moss 6"/>
Edward, Prince of Wales (later Edward VIII), owned a single Dragon Rapide (G-ADDD), which he frequently used for carrying out his royal duties. He flew this aircraft to London on his accession as king in 1936, making him the first British monarch to fly.Template:Sfn
In July 1936 a pair of British SIS agents, Cecil Bebb and Major Hugh Pollard, flew Francisco Franco in Rapide G-ACYR from the Canary Islands to Spanish Morocco, at the start of the military rebellion which began the Spanish Civil War.<ref>Alpert, Michael. BBC History Magazine, April 2002.</ref> The aircraft involved has since been placed on public display in the Museo del Aire, Madrid, Spain.
Second World War
At the start of the Second World War on 3 September 1939, all British civil transport aircraft were requisitioned by the Ministry of Aircraft Production. A number of Dragon Rapides were used to provide internal flights under the control of National Air Communications (NAC).<ref name = "moss 6"/> Perhaps one of the most significant early uses of the Rapide during the war occurred during the crucial weeks of May–June 1940 during the Battle of France, Rapides of 24 Squadron acted as aerial couriers between Britain and France; out of 24 aircraft, 10 Rapides were lost.<ref name = "moss 6"/>
Following the closure of the NAC network, Dragon Rapides continued to fly for British airlines during the war as part of the Associated Airways Joint Committee (AAJC). Upon the outbreak of war, all civil services had been halted but some routes were returned to operation as and when they were deemed of value to the war effort or found to be in the national interest.<ref name = "moss 6 7">Template:Harvnb</ref> The AAJC co-ordinated the majority of UK's wartime scheduled services, which were entirely operated on over-water routes.<ref name = "moss 7">Template:Harvnb</ref> Other Dragon Rapides were pressed into service with the British armed forces as communications aircraft and training aircraft; Australian Rapides were also requisitioned by the Royal Australian Air Force (RAAF).<ref name = "moss 6 7"/>
The final production Rapide was completed in November 1941, de Havilland instead produced the military Dominie variant.<ref name = "moss 7"/> Over 500 Dominies were manufactured for military use, powered by improved Gipsy Queen engines; by the end of production in July 1946, 727 aircraft (Rapides and Dominies) had been manufactured.<ref name = "moss 7 10">Template:Harvnb</ref> During the war, Dominie production was performed by de Havilland and Brush Coachworks Ltd, the latter being responsible for the greater proportion of the work. The Dominies were mainly used by the Royal Air Force (RAF) and Royal Navy for radio and navigation training. Other duties they were used for included passenger and communications missions.<ref name = "moss 7"/>
During the war, civilian Rapides were replaced by Dominies as the type became available in greater quantities.<ref name = "moss 7"/> Rapides were either dispatched to perform passenger operations or occasionally converted for other purposes, such as Air Ambulances; by the end of the conflict, only nine requisitioned Rapides were restored to their civilian registrations. These were joined by many Dominies which had been deemed to be surplus to requirements.<ref name = "moss 7"/>
Postwar operations
_AN0230937.jpg){kind=link}
Postwar, the Dominie continued to be used for some time by Royal Naval air station flights as communications aircraft.<ref name = "moss 9"/> By 1960, the Royal Navy still had a fleet of 14 Dominies, although under normal circumstances only three were in use and the others were stored at RAF Lossiemouth, Moray, Scotland. The last of the Navy Dominies had been phased out of service during 1963; thirteen aircraft were subsequently sold on via public tender, a number of which having been converted to civil Rapide configurations.<ref name = "moss 9"/>
Many ex-RAF survivors had quickly entered commercial service after the war according to aviation author Peter W. Moss, a typical Dominie-to-Rapide conversion performed by de Havilland involved the repainting of the exterior (replacing the wartime camouflage scheme) and the installation of sound proofing, upholstered seats and a new décor within the cabin area.<ref name = "moss 7 8">Template:Harvnb</ref> Third party companies performed conversion schemes, including Field Aircraft Services, Airwork Limited, Air Enterprises, W.A. Rollason Limited and the Lancashire Aircraft Corporation (LAC).<ref name = "moss 8">Template:Harvnb</ref> By 1958, 81 examples were recorded as still flying on the British register.
In the Netherlands, airline KLM, keen to restart operations, set about procuring a handful of Rapides prior to the end of the war, commencing the first of its re-launched services during September 1945.<ref name = "moss 8"/> Various British airlines also became prolific users of the type; British European Airways (BEA), formed on 1 January 1946, took over 39 Rapides during February 1947. BEA used many across its fledgling network, later focusing upon services within the Scottish, Scilly, and Channel Islands while gradually selling on displaced and excess aircraft via Airwork.<ref name = "moss 8"/> Small independent British airlines that chose to resist pressure from the British government to merge into BEA also commonly operated the Rapide.<ref name = "moss 8"/>
Better to distinguish different standards of Rapides available after the war, de Havilland established a basic mark number system.<ref name = "moss 8"/> Mk 1 aircraft were those constructed pre-war, while Mk 2 and Mk 3 Rapides were ex-military conversions to a six-passenger cabin and eight-passenger cabin respectively. Those Rapides that were re-engined with a pair of de Havilland Gipsy Queen engines, were referred to as Mk 4s. These had an improved climb, cruise speed and single engine performance but an increased all-up weight of Template:Cvt.<ref name = "moss 8"/>
By 1966, use of the Rapide had gone into decline and several large operators had stopped using the type.<ref name = "moss 8 9">Template:Harvnb</ref> Due to the declining stocks of spares, Rapides were broken up to scavenge parts to maintain other active aircraft. Demand for such an aircraft was still relatively strong, according to Moss.<ref name = "moss 9">Template:Harvnb</ref>
The DH.89 proved an economical and durable aircraft, despite its relatively primitive plywood construction and many were still flying in the early 2000s. Several Dragon Rapides are operational in the UK, while operators including Classic Wings and Plane Heritage, offer pleasure flights in them to the general public. Shortly after the end of the Second World War, de Havilland introduced a Dragon Rapide replacement, the de Havilland Dove.
Variants
- D.H.89
- Twin-engined light transport biplane. First production version.
- D.H.89A
- Improved version, fitted with a landing light in the nose, modified wing tips and cabin heating.
- D.H.89A Series 4
- D.H.89A aircraft converted to two de Havilland Gipsy Queen 2 piston engines, fitted with constant speed propellers.<ref>"Rapide Revival Flight p. 602, 30 October 1953</ref><ref>Template:Citation</ref>
- D.H.89A Mk 5
- One D.H.89A aircraft, powered by two de Havilland Gipsy Queen 3 piston engines.
- D.H.89A Mk 6
- One D.H.89A aircraft fitted with Fairey X5 fixed-pitch propellers.
- D.H.89M
- Military transport version. Exported to Lithuania and Spain.
- D.H.89B Dominie Mk I
- Radio and navigation training version.
- D.H.89B Dominie Mk II
- Communications and transport version.
Operators
Civil
- Adelaide Airways<ref name="ajj1973" />
- Australian National Airways
- Royal Flying Doctor Service of Australia
- Qantas Empire Airways
- File:Flag of North Borneo (1948–1963).svg Crown Colony of North Borneo
File:Flag of Sarawak (1947–1963).svg Crown Colony of Sarawak
File:Flag of Brunei 1906-1959.svg Protectorate of Brunei
.svg){kind=link}
.svg){kind=link}
- Canadian Airways<ref name="ajj1987p365"/>
- Canadian Pacific
- Quebec Airways<ref name="ajj1987p365"/>
- China National Aviation Corporation (CNAC)<ref>Template:Harvnb</ref><ref name="abas7p70">Template:Harvnb</ref>
- KNILM<ref>Template:Cite web</ref>
- Misr Airlines<ref name="jawa48p32b">Template:Harvnb</ref>
- Aero Oy operated two aircraft.
- Air France<ref>Template:Harvnb</ref>
- Société Aigle Azur Indochine<ref name="aba116p25">Template:Harvnb</ref>
- Cie de Transports Aérien Autrex<ref name="aba116p27">Template:Harvnb</ref>
- Compagnie Laotienne de Commerce et de Transport<ref name="aba116p24">Template:Harvnb</ref>
- Air India
- Indian National Airways<ref name="ajj1987p365"/>
- Tata Airlines<ref name="ajj1987p365"/>
- Government of Indonesia<ref>"Indonesian aviation 1945-1950." Template:Webarchive adf-serials.com. Retrieved: 20 March 2021.</ref>
- Iranian State Airlines<ref name="jawa48p37b">Template:Harvnb</ref>
- Iraqi Airways<ref name="ajj1987p366"/>
- Aer Lingus<ref name="ajj1987p365"/>
- Aer Turas operated one aircraft.
- East African Airways<ref name="jawa48p18b">Template:Harvnb</ref>
- Valsts Gaisa satiksme - 2<ref name="aba216p81">Template:Harvnb</ref><ref>Template:Cite web</ref><ref>Template:Cite web</ref>
- KLM<ref name="ajj1987p366">Template:Harvnb</ref>
- Air Travel (NZ) Ltd
- Mount Cook Airline
- National Airways Corporation<ref name="ajj1987p369">Template:Harvnb</ref>
- Cook Strait Airways Ltd
- Union Airways of New Zealand<ref name="ajj1987p365"/>
- West Coast Airways<ref name="ajj1987p368"/>
- Palestine Airways (British Mandate of Palestine)
- Aviron
- Transportes Aéreos de Timor<ref>Template:Harvnb</ref>
- Comair (South Africa) operated 2 aircraft.
- Iberia<ref name="jawa48p45b">Template:Harvnb</ref>
- Aberdeen Airways<ref name="ajj1973" />
- Air Charter Limited<ref name="jawa48p12b">Template:Harvnb</ref>
- Air Atlantique Classic Flight now the Classic Air Force
- Airviews Ltd
- Air Enterprises<ref name="jawa48p12b"/>
- Air Kruise
- Allied Airways<ref name="ajj1973" />
- Automobile Association
- Blackpool and West Coast Air Services<ref name="ajj1973" />
- British Airways LtdTemplate:Sfn
- British American Air Services<ref name="ajj1973" />
- British Continental Airways<ref name="ajj1973" />
- British European Airways<ref name="ajj1987p368">Template:Harvnb</ref>
- British Westpoint
- Classic Wings
- Crilly Airways Ltd
- East Anglian Flying Services<ref name="ajj1973" />
- Gibraltar Airways<ref name="jawa48p16b">Template:Harvnb</ref>
- Great Western and Southern AirlinesTemplate:Sfn
- Hillmans AirwaysTemplate:Sfn
- Highland Airways Limited<ref name="ajj1973" />
- Hunting Air Travel<ref name="jawa48p13b">Template:Harvnb</ref>
- Island Air Services
- Isle of Man Air Services<ref name="ajj1973" />
- Jersey Airways<ref name="ajj1987p363">Template:Harvnb</ref>
- Lancashire Aircraft Corporation<ref name="jawa48p13b"/>
- Mayflower Air Services
- Melba Airways
- Morton Air Services<ref name="jawa48p13b"/>
- North Eastern Airways<ref name="ajj1973" />
- Northern & Scottish AirwaysTemplate:Sfn
- Northwest Airlines (UK)
- Olley Air Services<ref name="ajj1987p365">Template:Harvnb</ref>
- Personal Airways<ref name="ajj1973">Template:Harvnb</ref>
- Railway Air Services<ref name="ajj1987p362">Template:Harvnb</ref>
- Scillonia Airways
- Scottish Airways<ref name="ajj1987p366"/>
- Sivewright Airways<ref name="ajj1973" />
- Southampton Air Services<ref name="ajj1973" />
- Southern Airlines<ref name="ajj1973" />
- Starways
- Trans European Aviation
- United Airways<ref name="ajj1973" />
- Western AirwaysTemplate:Sfn
- Westward Airways (Lands End)
- Yellow Air Taxis<ref name="ajj1973" />
- Aeroflot<ref name="aba216p81"/>
Military operators
- Belgian Air Force (Seven operated from 1946)
- Luftwaffe operated captured aircraft.
- Royal Jordanian Air Force<ref>Template:Harvnb</ref>
- Lithuanian Air Force operated two D.H.89M aircraft.
- Royal Netherlands Air Force – four D.H.89B Mark II (transports)
- No. 334 Squadron RNLAF (1944–1956)
- Southern Rhodesian Air Force – Four aircraft.
- Soviet Air Force used at least two DH.89, captured from Lithuanian Air Force during the occupation of the Baltics
- Spanish Republican Air Force operated three D.H.89M requisitioned from LAPE
- Turkish Air Force - three DH.89As.<ref>Template:Harvnb</ref>
- Royal Air Force
- No. 24 Squadron RAF<ref name="rafsqdp352">Template:Harvnb</ref>
- No. 173 Squadron RAF<ref name="rafsqdp352"/>
- No. 225 Squadron RAFTemplate:Citation needed
- No. 271 Squadron RAF<ref name="rafsqdp352"/>
- No. 510 Squadron RAFTemplate:Citation needed
- No. 526 Squadron RAF<ref name="rafsqdp352"/>
- No. 527 Squadron RAF<ref name="rafsqdp352"/>
- No. 614 Squadron RAFTemplate:Citation needed
- Fleet Air Arm
- 700 Naval Air Squadron<ref name="faap361">Template:Harvnb</ref>
- 701 Naval Air Squadron<ref name="faap361"/>
- 703 Naval Air Squadron<ref name="faap361"/>
- 736 Naval Air Squadron<ref name="faap361"/>
- 739 Naval Air Squadron<ref name="faap361"/>
- 740 Naval Air Squadron<ref name="faap361"/>
- 744 Naval Air Squadron<ref name="faap361"/>
- 767 Naval Air Squadron<ref name="faap361"/>
- 776 Naval Air Squadron<ref name="faap361"/>
- 778 Naval Air Squadron<ref name="faap361"/>
- 781 Naval Air Squadron<ref name="faap361"/>
- 782 Naval Air Squadron<ref name="faap361"/>
- 787 Naval Air Squadron<ref name="faap361"/>
- 790 Naval Air Squadron<ref name="faap361"/>
- 799 Naval Air Squadron<ref name="faap361"/>
- 1832 Naval Air Squadron<ref name="faap361"/>
- 1844 Naval Air Squadron<ref name="faap361"/>
- Royal Yugoslav Air Force – One aircraft pressed into military service in 1940.
Accidents and incidents
- 2 October 1934, G-ACPM of Hillman's Airways crashed into the sea off Folkestone, Kent causing the death of the pilot and the six passengers.<ref name="ab" />
- 30 December 1936, G-AEGS of the Iraqi Petroleum Petrol Transport Company overturned in a forced landing in Palestine, two killed.<ref name="ab">Template:Cite web</ref><ref name="Jackson462">Template:Harvnb</ref>
- 21 August 1937, CF-BBG Registered 10.6.37 to The Globe and Mail Ltd, Toronto. Named "The Flying Newsroom" and equipped with floats. Destroyed by fire whilst refuelling Toronto Air Harbour, Toronto, Ontario 21.8.37. Registration cancelled 21.8.37 (same day)<ref>Template:Cite web</ref>
- 3 July 1938, G-AEBX Star of Scotia of Railway Air Services crashed at Sydenham, Northern Ireland, two killed.<ref name="ab" /><ref name="Jackson462" />
- 20 June 1939, G-AERE operated by British American Air Services crashed in County Durham, England.<ref>Template:Cite news</ref> John Crouch who was the king's jockey, the pilot and the wireless operator were all killed.<ref>Template:Cite news</ref>
- 27 May 1941, R5929 a Dominie of the Royal Air Force near Devizes, Wiltshire, England, seven killed.<ref name="ab" />
- 7 July 1941, R9563 a Dominie of the Royal Navy crashed in bad weather three miles North of Stonehaven, Aberdeenshire, Scotland, six killed.<ref name="ab" />
- 14 February 1942, R5927 a Dominie of the Royal Air Force hit a balloon cable and crashed near Colnbrook, Wiltshire, England, six killed.<ref name="ab" />
- 29 May 1942, VH-UXZ of Australian National Airways crashed near Flinders Island, Bass Strait, Australia following engine failure (probably through running out of fuel), four killed.<ref name="ab" />
- 20 July 1944, VH-UBN owned by the Australian Department of Civil Aviation, but leased to Guinea Airways, crashed at Mount Kitchener, South Australia, probably as the result of pilot disorientation in cloud, killing all seven on board.<ref>The Advertiser, 22 July 1944.</ref>
- 6 February 1945, SU-ABP of Misr Airwork crashed in Egypt, seven killed.<ref name="ab" />
- 1 April 1946, G-AERZ of Railway Air Services crashed in County Down, Northern Ireland,<ref name="Jackson463">Template:Harvnb</ref> six killed.<ref name="ab" />
- 30 August 1946, X7394 a Dominie of the Royal Navy crashed at Scafell Pike, Cumberland, England in bad weather during an ambulance flight, five killed.<ref name="ab" />
- 15 April 1947, G-AHKR of British European Airways crashed into Slieau Ruy whilst operating a scheduled passenger flight from Speke Airport, Liverpool, Lancashire to Ronaldsway Airport, Isle of Man. There were only minor injuries amongst the six people on board.Template:Sfn
- 10 June 1948, G-AIUI of Hargreaves Airways crashed at Cronk ny Arrey Laa, Isle of Man. Seven of the nine people on board were killed. The aircraft was operating a scheduled passenger flight from Speke to Ronaldsway.Template:Sfn
- 11 November 1948, G-AKOF of Mannin Airways flying from Dublin, Ireland and unable to land at Ronaldsway diverted to Speke but ran out of fuel and crashed in River Mersey off Liverpool, England,<ref name="Jackson468">Template:Harvnb</ref><ref>Template:Citation</ref> eight killed.<ref name="ab" />
- 10 July 1951, G-ALXJ of the Air Navigation and Trading Company crashed into the Irish Sea off Laxey, Isle of Man, killing the pilot. The aircraft was operating a scheduled cargo flight from Squires Gate Airport, Blackpool, Lancashire to RAF Jurby instead of its normal destination of Ronaldsway Airport, which was fogbound.Template:Sfn
- 14 September 1952, G-AIZI crashed shortly after takeoff from Croydon Airport at Wallington, Surrey following a loss of power from the starboard engine. The pilot, the only person on board, was killed.<ref>Template:Cite web</ref>
- 30 August 1953, VP-RCP, registered to the Northern Rhodesian Government, Department of Civil Aviation (Lusaka),<ref>https://www.yumpu.com/en/document/read/3988842/dh89-dragon-rapide-6250-prototype-dragon-six-ab-ixcom</ref> crash-landed near the Munyamadzi River, at a village named Lambwe in Chief Nawalya’s area, Mpika District (then Northern Rhodesia), close to the Rhodesia/Nyasaland border and roughly 100 miles from Lundazi. Four occupants were injured (including fractures to the pilot); all reached Lundazi Boma by 2 September 1953 after a bush rescue.<ref>https://www.zambianhistory.com/northern-rhodesian-policeeb84f3f1</ref>
- 19 February 1954, G-AFMF crashed at Simonburn Common near Hexham, Northumberland. The pilot and seven passengers escaped with minor injuries.<ref>ASN Aircraft accident 19-FEB-1954 de Havilland DH.89A Dragon Rapide G-AFMF, accessed 8 November 2011.</ref>
- 29 June 1957, G-AGUE of Island Air Services crashed on takeoff from Ramsgate Airport, Kent on a local pleasure flight. The aircraft was written off, but all on board escaped uninjured.Template:Sfn
- 16 July 1960, OY-DZY of Zonens Redningskorps crashed shortly after takeoff from Copenhagen Airport, Denmark. The aircraft was chartered by the Danish Football Union to transport soccer players to a test match in Jutland. All eight passengers were killed; the pilot survived but had one leg amputated.<ref>"I dag er et trist jubilæum for dansk fodbold", Politiken, 16 July 2010, accessed 9 September 2011.</ref><ref>CNAPG Dragon Rapide Individual Aircraft History Page Template:Webarchive, accessed 9 September 2011.</ref>
- 11 August 2018, N683DH crashed shortly after takeoff from Abbotsford International Airport at the Abbotsford International Airshow.<ref>Template:Cite web</ref>
Surviving aircraft
.jpg){kind=link}
.jpg){kind=link}
- F-AZCA is preserved in France (Amicale Jean Baptiste Salis at La Ferté Alais) Used for a double transatlantic flight in the late 1980s as an advertising vehicle for Blueway cigarettes. It is scheduled for restoration.<ref>Template:Cite web</ref>
- G-ACPP, on display at the Reynolds-Alberta Museum Fame in Wetaskiwin Alberta. The fifth D.H.89 built, and started its career with Railway Air Services Ltd of Croydon, UK on 2 Feb. 1935 with the name 'City of Bristol'. It is the oldest surviving D.H.89.<ref>Template:Cite web</ref>
- G-ACYR, in Olley Air Service Livery, used to fly Franco from the Canary Islands in the first days of the Spanish Civil War, based at Museo del Aire (Madrid).<ref>Template:Cite web</ref>
- G-ADAH, a DH89A in the livery of Allied Airways, is on display at the Museum of Science and Industry in Manchester, England.<ref>Template:Cite web</ref>
- G-ADDD (was G-ACZE, N1934D), a DH89A currently undergoing restoration to flying condition at the Military Aviation Museum in Virginia Beach, Virginia.<ref>Template:Cite webTemplate:Cbignore</ref>
- G-AEML / EC-AAY, a DH89A in the livery of Iberia, is airworthy and operated by the Fundación Infante de Orleans in Spain.<ref>Template:Cite web</ref>
- G-AGJG, a DH89A, in the colours of Scottish Airways, is airworthy and in the hands of private owners at Duxford Airfield, Cambridge, England.<ref>Template:Cite web</ref>
- G-AGSH, a DH89A, is airworthy with the Shuttleworth Collection in Old Warden, Bedfordshire. Was rebuilt and restored to her BEA colours by Cliff Lovell at Hants Light Plane Services.<ref>"1945 DH89A Dragon Rapide Shuttleworth" Template:Webarchive Retrieved: 9 June 2021.</ref>
- G-AGTM, a DH89A, is airworthy and was operated by the Classic Air Force before it closed in 2016.<ref>Template:Cite web</ref>
- G-AHAG, a DH89A in the livery of Scillonia Airways, is airworthy and based at Membury airfield, Berkshire.<ref>"Dragon Rapide Scillonia Airways" Template:Webarchive Retrieved: 16 November 2015.</ref>
- G-AHXW, is under repair following its 2018 crash. Upon completion of will rejoin the Historic Flight Foundation Spokane, Washington.<ref>Template:Cite web</ref>
- G-AIDL, a Mk 6, is airworthy and owned by Cirrus Aviation, painted as a Royal Air Force Dominie TX310, its former identity.<ref>Template:Cite web</ref>
- G-AKIF and G-AIYR, a pair of DH89A Dragon Rapides, are airworthy and based at Duxford, England airfield for tourist flights.<ref>Template:Cite web</ref>
- G-AKNV (last registration was OO-CNP), on display at the Royal Museum of the Armed Forces and Military History in Brussels.<ref>Template:Cite web</ref>
- 6662 / N663HG, a DH89B, is airworthy and based at Hillsboro, Oregon.<ref>[1] Aerial Visuals. Retrieved: 2 October 2024.</ref>
- NR695 / N2290F, a DH89A, is on display at the National Museum of the United States Air Force, Dayton, Ohio.<ref>"De Havilland DH 89 Dominie." National Museum of the US Air Force. Retrieved: 24 August 2015.</ref>
- TC-ERK, a DH89A, is on display at the Istanbul Aviation Museum.<ref>Template:Cite web</ref>
- TF-ISM, a D.H.89A that was one of 3 in service in Iceland. 2 of which were in service with Icelandair<ref>[2] Retrieved: 17 November 2023.</ref>
- ZS-JGV NR743(CN6831), a DH89A is airworthy and is based in Queenstown in the Eastern Cape, South Africa.<ref>Historic Wings Collection. Retrieved: 25 June 2016.</ref><ref>dehavilland.co.za Retrieved: 25 June 2016.</ref>
- C-FAYE, known as Lady Faye, is on display at the Canadian Bushplane Heritage Centre in Sault Ste. Marie, Ontario.<ref>Template:Cite web</ref>
- V-3, DH89B (CN6740), on display at the Nationaal Militair Museum, The Netherlands<ref>Template:Cite web</ref>
- 2304, DH89A (CN6430), operated by Força Aérea Portuguesa on display at the Museu do Ar, Sintra Portugal<ref>Template:Cite web</ref>
- VQ-PAR / 002 / CN6952, a DH89A on display at the Israeli Air Force Museum, Israel, Hatzerim Airbase<ref>"De Havilland DH.89A Dragon Rapide, 002 / 6952, Israeli Air Force Museum". abpic.co.uk. Retrieved: 17 September 2006.</ref>
Specifications (Dragon Rapide)
Notable appearances in media
A 1986 Spanish film, Dragon Rapide,<ref>Template:Cite web</ref> covers its historical use by Generalissimo Francisco Franco during the preparation for the Spanish Civil War.<ref>Template:Cite web</ref>
See also
References
Notes
Bibliography
- Template:Cite book
- Template:Cite magazine
- Template:Cite magazine
- Template:Cite magazine
- Template:Cite book
- Template:Cite magazine
- Template:Cite magazine
- Template:Cite book
- Gerdessen, Frederik. "Estonian Air Power 1918 – 1945". Air Enthusiast, No. 18, April – July 1982. pp. 61–76. Template:ISSN.
- Template:Cite book
- Template:Cite magazine
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite book
- Template:Cite magazine
- Template:Cite book
- Template:Cite magazine
- Template:Cite book
- Template:Cite book
- Template:Cite magazine
External links
- Operators' reference drawing [3], [4]
- de Havilland Dragon Rapide Template:Webarchive at the Military Aviation Museum
Template:De Havilland aircraft Template:ADF aircraft designations Template:Spanish liaison aircraft