The Timeless Tiger Moth

In 1959, more than a quarter of Australia’s registered aircraft were Tiger Moths. Eric Allen examines the contribution of the famous warbird for military and various civil uses

‘It was possible to acquire surplus Tiger Moths through the Commonwealth Disposals Commission for typically £100’

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Avalon Airport prides itself on simplicity. The classic De Havilland Tiger Moth has been in continuous use in Australia since 1935. Initially flown before the outbreak of World War II, the Tiger Moth and other aircraft from the De Havilland companies worldwide contributed to the war effort. After hostilities ceased, the ranks of post-war aircraft increased with the ready supply of inexpensive, surplus, former military aircraft. 

The Australian Register of Civil Aircraft issued on 30 June 1955 highlighted long-held trends of aircraft imports. But they also reflected the stream of some former military aircraft that migrated to civil flying following the orderly disposal of surplus World War II military aircraft. With 887 civil aircraft then registered in Australia, the influence of British-built aircraft saw De Havilland 349 and Auster 149 dominating. However, the major commercial airliner contribution was predominately from US industry with Douglas 107 (including DC-2 to DC-6B), Lockheed 12 and Convair 7, with five Viscounts from Vickers in the UK. US general aviation aircraft saw just Cessna 9 and Piper 3 on the Register. The massive increase in the importation of US-built aircraft, large and small, which would have such a significant impact on aviation in Australia, was still on the horizon. 

Included on the Register were 268 Tiger Moths, with a significant number obtained from surplus RAAF stocks. It was possible to acquire surplus Tiger Moths through the Commonwealth Disposals Commission (CDC) for typically £100, to both private owners and Aero clubs in the late 1940s. Some of these aircraft obtained at that time from the CDC are still flying, representing one of the greatest bargains ever offered to aspiring aircraft purchasers. The rapid acquisition of Tiger Moths reached a peak of 314 in the 1959 Register, or just over 25 per cent of the 1,243 aircraft registered. 

The Tiger Moth evolution continued a theme with De Havilland producing training and recreation aircraft for both the British home market and export sales to the Dominion members, notably Australia, Canada and New Zealand. In that era, it was taken as a right that Britain would be the source of aircraft to these countries. This continued in the composition of light aircraft numbers in Australia in the immediate post-WWII era. 

The first light aircraft built by De Havilland was the diminutive DH.53 Humming Bird, initially flown from the company’s Stag Lane site on 2 October 1923. Initially powered by a 750cc Douglas motorcycle engine that proved troublesome, leading to alternative engines later installed, the all-up weight reached a maximum of 293 kilograms. Production saw 15 built with three exported to Australia. 

The beginning of the famous Moth family, paving the way to the Tiger Moth, began with the DH.60 Moth. Geoffrey de Havilland flew the first flight of the DH.60 Moth prototype G-EBKT from Stag Lane on 22 February 1925. The name Moth was selected by de Havilland because of his keen interest as a lepidopterist, initiating a famous aircraft lineage perpetuating his interest, with the theme adopted in the naming of succeeding aircraft types.

‘Included on the Register were 268 Tiger Moths, with a significant number obtained from surplus RAAF stocks’

The Moths enjoyed considerable success in their planned role as both private and training aircraft. A significant number arrived in Australia, not only in civil use but a variety of versions served with the RAAF in quantity. Early Moth orders from Australia during 1925- 26 included the Controller of Civil Aviation and the RAAF, forerunners of many Australian Moth orders for other members of the family. 

The success and experience of the Moth family set the stage in Australia for the enormous contribution of the Tiger Moth in both military and various civil uses. 

The Tiger Moth was initially identified as the DH.60T Tiger Moth with the T suffix transitioned from its initial meaning of Trainer, to that of Tiger Moth. Two examples, E-5/GABNJ (the registration was allocated in June 1931 but never appeared on the aircraft) and G-ABPH were tested at the Aeroplane and Armament Experimental Establishment (A&AEE) Martlesham Heath in September 1931, with the second aircraft incorporating increased lower wing dihedral and sweepback, the aircraft type now changed to DH.82. Bearing the DH.82 designation, G-ABRC powered by a Gipsy III had the historic maiden flight from Stag Lane on 26 October 1931 flown by the De Havilland Aircraft Company’s chief test pilot Hubert Broad. During 1934 the British Air Ministry ordered an improved version to meet Specification T.26/33 with the new 130hp Gipsy Major engine and rear fuselage plywood decking replacing fabric and stringers. In RAF service it was identified as the Tiger Moth II and in civil use as the DH.82A. The new version appeared in significant numbers in Australia and worldwide. 

A total of 24 DH.82A Tiger Moths were imported into Australia before World War II almost exclusively as aero club training aircraft, the exception being one aircraft purchased by Airflite at Mascot. Honours for the first Tiger Moth to arrive in Australia fell to VH-UTD owned by the Newcastle Aero Club, acquired through a gift to the club of £2,000. Registered on 28 May 1935, the aircraft was named “Halcyon” in front of 2,000 onlookers at District Park Aerodrome, Broadmeadow, on 2 June 1935. The aircraft was later impressed for the RAAF on 22 July 1940 as A17-675, one of the 21 prewar imports joining the RAAF. 

The outbreak of war had significant implications for the Tiger Moth. The huge increase in the RAAF’s aircraft requirements, coupled with the formation of the Empire Air Training Scheme (EATS) announced by prime minister Robert Menzies on 11 October 1939, created an urgent need for training aircraft. The Empire-wide scheme saw different responsibilities allocated; Canada would be the chief advanced training centre while most EATS training would be carried out in Australia. The stage was set for the Tiger Moth’s major Australian role, initially in war and later in peacetime roles. 

The Tiger Moth in wartime in Australia 

To launch the EATS scheme in Australia, as an interim measure, civilian aircraft were impressed into RAAF service pending availability of more suitable training aircraft. Before local production commenced, the RAAF received a batch of 20 Tiger Moths in 1939 built with British-built fuselages and Australian-made wings with the maiden flight of the first aircraft A17-1 taking place from Mascot on 8 May 1939 flown by Major A Murray Jones. During October 1939, the government placed an order with De Havilland Aircraft for 350 Tiger Moths. Construction commenced the following month at De Havilland’s Mascot assembly line. Among several initiatives proposed for additional new aircraft for the RAAF was the order announced on 1 June 1940 for 300 Tiger moths, comprising £1,500 for the airframe and £500 for the engine, with a total cost including spares of £577,000. It was the beginning of larger production to follow.

A major number of components were subcontracted with final assembly at Mascot. A lack of adequate hangar capacity saw additional space sourced from Australian National Airways and Butler Air Transport. The repair of damaged Tiger Moths was carried out in the latter hangar. 

Responsibility for the supply of the Tiger Moth’s Gipsy Major engine was given to General Motors-Holden (GM-H). During January 1940, GM-H received a set of blueprints with assistance from two engineers from the parent De Havilland company together with two engines that were shipped from the UK. An initial difficulty was that the drawings supplied were in metric measurements while Australia used the Imperial system. This was overcome, as was the need to address metallurgical and manufacturing techniques new to Australian industry. In total, 1,300 Gipsy Majors were delivered for both the Tiger Moth and Dragon. It was a learning experience for Australian industry, with 57 companies involved in the production of components using new materials finished to tight tolerances, for final assembly by GM-H. 

The first Australian-built Tiger Moth, A17-24, was handed to the RAAF on 20 June 1940. Australian production of one per day was reached by August 1940 increasing to two per day by March 1941 with a total of 1,070 built. In addition, a further 100 British-built aircraft were imported retaining their RAF serials in RAAF service. 

Apart from the delivery of 712 to the RAAF and another Australian delivery of one aircraft to the Broken Hill Aero Club, 357 Australian-built aircraft went to other overseas customers, principally South Africa, Rhodesia, Netherlands East Indies and India. Worldwide, more than 8,000 Tiger Moths were built, and by 15 August 1945, the largest production saw 3,065 from De Havilland at Hatfield and 3214 by Morris Motors at Cowley. Tiger Moth activity at Hatfield had ceased when that manufacturing space was required for urgent Mosquito production, prompting the commencement of building Tiger Moths at Morris. 

The requirement for training to meet EATS commitments of 36 training schools in Australia saw 12 Elementary Flying Training Schools (EFTS) across the country, with other schools devoted to Air Observer, Bomber and Gunnery, Wireless Air Gunner, Radio Operator, Air Navigation and Initial Ground Training. Apart from EATS tasks, Tiger Moths were used for other duties such as communications and several aircraft used by the Air Ambulance Unit were modified to carry a single stretcher. This conversion saw a stretcher placed within the rear fuselage with both this area and the cockpit faired over. The pivotal role of the Tiger Moth in the EFTS program enabled Australia to meet the huge demand to train aircrew. After these courses were completed, aircrew were either sent overseas or joined an Operational Training Unit in Australia. 

After the war, the RAAF was now faced with the disposal and scrapping of thousands of surplus aircraft with disposals arranged by the CDC. This set the foundation for many individuals, flying schools and other organisations to purchase Tiger Moths at what seems today, absolute bargain prices. The cost of acquisition ranged as low as £50 to £100 with others commanding higher prices depending on condition. During 1946, 357 Tiger Moths were disposed of, the total rising to 525 by 1949. Between 1951 and 1957 another 106 were sold. This surge of former RAAF Tiger Moths had significant implications for early post World War II civil aviation in Australia. 

‘The Tiger Moth played a key role in establishing aerial agriculture in Australia’

The first former RAAF aircraft sold was A17-541 to the Salvation Army, registered on 12 September 1945 becoming VH-ASA. The cost of £468 was financed from Red Shield donations in Melbourne. The final flight of the remaining 10 airworthy RAAF Tiger Moths was made on 9 January 1957 when they were flown from Point Cook to Tocumwal for storage before disposal. 

The availability of surplus Tiger Moths gives an insight into how they were employed in mid-1955. Air Navigation Class 1, Private Use Only, saw 78 Tiger Moths registered, while Class 2, Aerial Work, had 186 aircraft in use. This class included categories such as aircraft with aero clubs, with over 100 in that role, while others were used in agricultural tasks. Aero clubs large and small across Australia had Tiger Moths, the largest was 21 with the Royal Newcastle Aero Club. Other major aero club Tiger Moth fleets served with the Royal Victorian Aero Club (14), Royal Queensland Aero Club (10), Royal Aero Club of South Australia (nine) and Royal Aero Club of NSW (six). A sample of smaller aero clubs included Gilgandra (three), Broken Hill (three) and Darling Downs (three). 

The Agricultural Tiger Moth in Australia 

The Tiger Moth played a key role in establishing aerial agriculture in Australia. Introduced during 1947, aircraft were modified with a plywood or aluminium hopper replacing the front cockpit, able to carry two to four bags of fertiliser. Other conversions enabled the delivery of liquids through a spay bar under the lower wings using wind-driven pumps. A later alternative saw this achieved with rotary atomisers. The agricultural load capacity was about 250 kilograms, with a permitted all-up weight of 900 kilograms compared with the usual 825 kilograms. 

As a safety measure, a tubular steel roll-over truss was installed on the fuselage behind the rear cockpit. To streamline maintenance, Airfarm Associates, Tamworth, had the fabric removed on an aircraft from the rear lower fuselage, extending from just behind the wing to the tail skid, enabling easier removal of the build-up of corrosive superphosphate on the tubular steel frame. A side effect of this modification required a different spin recovery technique and a ban on aerobatics. 

The first commercial aerial agricultural flight was made by East-West Airlines during July 1947 when Captain Bruce McKenzie, who was also engaged on regular airline duties, flew Tiger Moth VH-AKF, ex A17-401, dusting a heliothisinfected linseed crop near Narrabri, Pallamallawa and Tamworth. McKenzie was also involved in the testing of aerial agricultural delivery equipment. During February 1949, their fleet expanded with the purchase of four Tiger Moths at £333 each with patents taken out in August 1949 for dusting and spraying equipment. 

An East-West associated company, Air-Griculture Control, continued the airline’s pioneering work with Tiger Moth VH-ASQ (ex A17-44) on 1 February 1950 when McKenzie spread superphosphate on the property “Mirani” owned by A S Nivison near Walcha, NSW. Air-Griculture expanded, acquiring 12 Tiger Moths, and was soon operating aircraft in four states. On 23 November 1950, VH-ASQ was reregistered as VH-PCB, later removed from use on 26 October 1964 and is now preserved in a hangar at the Walcha Pioneer Cottage and Museum Complex. The aircraft was donated in 1965 by Tom Watson, managing director of Aerial Agriculture, to the Walcha and District Historical Society. The aircraft is noteworthy as the first aircraft to have spread superphosphate in Australia. In a different role, it had been fitted with a spray tank and boom, spraying tobacco crops at Dalby, Queensland. 

One interesting experiment was done later by a Tiger Moth during 1958 when firebombing tests were conducted in NSW. The results were considered unspectacular but thought to be well worth further investigation. This was a prescient experiment in advance of weather and fire conditions faced in Australia in the decades ahead, leading to the use of dedicated fire-fighting aircraft. 

The following year, Eric Furness launched Furness Aviation with dusting flights in SA using leased equipment from East-West, the same year Robby’s Aerial Services began in SA. These were the beginnings of the vibrant but also challenging era of early post-war agricultural operations across Australia. 

‘One interesting experiment was done later by a Tiger Moth during 1958 when firebombing tests were conducted in NSW’

By 1955, major agricultural Tiger Moth fleets were 13 with Aerial Agriculture, Bankstown, six with Robby’s Aircraft Repair, Parafield, with many other large and smaller operators with one or more aircraft in all states. A significant operator was Melbourne-based Super Spread Aviation founded in 1948, which over 15 years acquired 28 Tiger Moths. 

The Tiger Moth, while responsible for launching agricultural operations in the early post-war years, had limited load capacity. In addition, the authorities were prompted to take action following several fatal accidents. On 6 November 1962, the Minister for Civil Aviation, Shane Paltridge, announced that approximately 70 Tiger Moths would be removed from agricultural work by 31 December 1965. The phasing out would be accomplished by reducing the operator’s fleet size by one-third each year in the following three years. After the end of 1965, the Tiger Moth would be refused a Certificate of Airworthiness/ Certificate of Registration in the Aerial Work category. 

With new-build aircraft specifically designed for agricultural use offering greater capability and safety, the industry expanded, developing on the pioneering role provided by the Tiger Moth in those formative years. Recognising the need for greater co-operation, a symposium co-hosted by the Department of Civil Aviation saw a symposium held on 7-11 July 1958 at Hawkesbury Agricultural College, NSW, with the decision to form the Australian Aerial Agricultural Association. The pioneering work of so many people had now progressed to establish a sound basis for aerial agriculture in Australia. 

Apart from the wartime production, some Tiger Moths were later built in Australia using supplies of ex-RAAF spare parts. During 1957-59 Airwork at Archerfield, Queensland, made four examples. A more ambitious venture was established by Lawrence Engineering and Sales, Camden, NSW, which built 11 aircraft during 1959-62. The first example, c/n LES.1 VH-KRW, was registered on 6 February 1959, the final aircraft, c/n LES.11, VHCRA, registered on 21 June 1962. This writer had the pleasure of flying in one of these aircraft, LES.10, VH-CXY, on a flight in a formation of 15 Tiger Moths from Point Cook on 9 December 1973, courtesy of the owner, FLTLT David Freedman, an RAAF Mirage instructor. It was a memorable experience in a lovely aircraft during an air show. 

The popularity and resilience of the Tiger Moth is demonstrated by the 292 still on the Australian Civil Register as at beginning of 2020. Spanning 85 years in Australia, this enduring classic aircraft is destined to remain a long-admired member of our aviation community.