123-487: Royal Air Force Filton or more simply RAF Filton is a former Royal Flying Corps (RFC) and Royal Air Force (RAF) station located 5 miles (8 km) north of the city centre of Bristol , England. Throughout its existence, RAF Filton shared the airfield with the Bristol Aeroplane Company (later British Aircraft Corporation) whose works, now owned by BAE/Airbus, are situated on the south side of
246-408: A Very pistol . The intention was to force any encroaching U-boat to dive; one aircraft would then remain in the vicinity while the other would search for a naval patrol vessel that could be led back to the spot. Because they were not radio equipped, each aircraft also carried a pair of homing pigeons in a wicker basket to call for help in case of a forced landing at sea. A 25-lb (11.5 kg) bomb
369-503: A guardhouse . Marham was 80 acres (32 ha). Both these Stations are now lost beneath the present RAF Marham . Similarly, Stations at Easton-on-the-Hill and Stamford merged into modern day RAF Wittering although they are in different counties. The Royal Flying Corps Canada was established by the RFC in 1917 to train aircrew in Canada. Air Stations were established in southern Ontario at
492-706: A German Etrich Taube , which had approached their aerodrome while they were refuelling their Avro 504. Another RFC machine landed nearby and the RFC observer chased the German pilot into nearby woods. After the Great Retreat from Mons, the Corps fell back to the Marne where in September, the RFC again proved its value by identifying von Kluck's First Army's left wheel against the exposed French flank. This information
615-783: A Naval Wing. By 1914, the Naval Wing had become the Royal Naval Air Service, having gained its independence from the Royal Flying Corps. By November 1914 the Flying Corps had significantly expanded and it was felt necessary to create organizational units which would control collections of squadrons; the term "wing" was reused for these new organizational units. The Military Wing was abolished and its units based in Great Britain were regrouped as
738-546: A Special Duty Flight was formed as part of the Headquarters Wing to handle these and other unusual assignments. De Havilland Tiger Moth The de Havilland DH.82 Tiger Moth is a 1930s British biplane designed by Geoffrey de Havilland and built by the de Havilland Aircraft Company . It was operated by the Royal Air Force (RAF) and other operators as a primary trainer aircraft. In addition to
861-566: A Tiger Moth and intended to cut parachutists' canopies as they descended. Flight tests proved the idea, but it was not officially adopted. The Tiger Moth was also tested as a dispenser of Paris green rat poison for use against ground troops, with powder dispensers located under the wings. In the postwar climate, impressed Tiger Moths were restored to their former civilian operations and owners. Accordingly, large numbers of Tiger Moths were made available for sale to flying clubs and individuals. Relatively few new light aircraft being manufactured at
984-427: A heavy degree of designed-in differential operation (mostly deflecting up, hardly at all downwards) to avoid adverse yaw problems in normal flight. Most manoeuvres are started at about 90 to 110 knots, and it has a Velocity Never Exceeded (VNE) of 140 knots. It is important to lock the automatic slats (leading edge flaps) during aerobatic manoeuvres. There are two methods of landing. "Wheeler" landing involves pushing
1107-408: A hopper to hold superphosphate for aerial topdressing. A large number were also used to deploy insecticide in the crop-sprayer role, for which several alternative arrangements, including perforated piping being installed underneath the mainplanes or the placement of rotary atomisers on the lower mainplane, were used. Royal Navy Tiger Moths used as target tugs and "air experience" machines became
1230-609: A radio-control system in the rear cockpit to operate the controls using pneumatically driven servos . In total, 400 were built by de Havilland at Hatfield and a further 70 by Scottish Aviation . There were nearly 300 in service at the start of the Second World War. In December 1939, owing to a shortage of maritime patrol aircraft , six flights of Tiger Moths were operated by RAF Coastal Command for surveillance flights over coastal waters, known as "scarecrow patrols". The aircraft operated in pairs and were armed only with
1353-594: A replica of a Fokker D.VII , while two aircraft resembled the Rumpler C.V to depict these types for the film. Several Tiger Moths were used in the crash scenes in The Great Waldo Pepper , standing in for the Curtiss JN-1 . Due to the popularity of the design and the rising cost of flyable examples, a number of replicas (scale and full-sized) have been designed for the homebuilder; these include
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#17328014644011476-644: A royal warrant establishing the Royal Flying Corps. The Air Battalion of the Royal Engineers became the Military Wing of the Royal Flying Corps a month later on 13 May. The Flying Corps' initial allowed strength was 133 officers, and by the end of that year it had 12 manned balloons and 36 aeroplanes . The RFC originally came under the responsibility of Brigadier-General Henderson , the Director of Military Training, and had separate branches for
1599-471: A suitable ab initio training aircraft. One of the main changes from the preceding Moth series was improved access to the front cockpit , since the training requirement specified that the front-seat occupant had to be able to escape easily, especially when wearing a parachute . Access to the front cockpit of the Moth's predecessors was restricted by the proximity of the aircraft's fuel tank, directly above
1722-564: A tradition. In August 1912, RFC Lieutenant Wilfred Parke RN became the first aviator to be observed to recover from an accidental spin when the Avro G cabin biplane, with which he had just broken a world endurance record, entered a spin at 700 feet above ground level at Larkhill. Four months later, on 11 December 1912, Parke was killed when the Handley Page monoplane in which he was flying from Hendon to Oxford crashed. Aircraft used during
1845-512: A vast scale', he recommended a new air service be formed that would be on a level with the Army and Royal Navy. The formation of the new service would also make the under-used men and machines of the Royal Naval Air Service (RNAS) available for action on the Western Front and end the inter-service rivalries that at times had adversely affected aircraft procurement. On 1 April 1918, the RFC and
1968-493: Is now an owners' association offering a mutual club and technical support. Geoffrey de Havilland, the company's owner and founder, had sought to produce a light aircraft superior to two of his previous designs, the de Havilland Humming Bird and de Havilland DH.51 . From earlier experience, de Havilland knew the difficulty and importance of correctly sizing such an aircraft to appeal to the civilian market, such as touring, trainer , flying club , and private aviation customers;
2091-485: Is typically powered by a de Havilland Gipsy III 120 hp engine; later models are often fitted with more powerful models of this engine, while some have been re-engined by third-party companies. One characteristic of the Tiger Moth design is its differential aileron control setup. The ailerons (on the lower wing only) on a Tiger Moth are operated by an externally mounted circular bell crank, which lies flush with
2214-416: Is uneventful, and it has a reasonable rate of climb. However full power should not be maintained for more than a minute to avoid damaging the engine. The Tiger Moth's biplane design makes it strong, and it is fully aerobatic. However it has ailerons only on its bottom wing, which makes its rate of roll relatively slow for a biplane; and, as stated previously, the ailerons on a Tiger Moth normally operate with
2337-957: The 6th Wing had been created and in November 1915 a 7th Wing and 8th Wing had also been stood up. Additional wings continued to be created throughout World War I in line with the incessant demands for air units. The last RFC wing to be created was the 54th Wing in March 1918, just prior to the creation of the RAF. Following the creation of brigades, wings took on specialised functions. Corps wings undertook artillery observation and ground liaison duties, with one squadron detached to each army corps. Army wings were responsible for air superiority, bombing and strategic reconnaissance. United Kingdom based forces were organised into home defence and training wings. By March 1918, wings controlled as many as nine squadrons. Following Sir David Henderson's return from France to
2460-530: The Administrative Wing . The RFC squadrons in France were grouped under the newly established 1st Wing and the 2nd Wing . The 1st Wing was assigned to the support of the 1st Army whilst the 2nd Wing supported the 2nd Army . As the Flying Corps grew, so did the number of wings. The 3rd Wing was established on 1 March 1915 and on 15 April the 5th Wing came into existence. By August that year
2583-523: The Channel . In February 1941 No. 118 Squadron RAF was reformed at Filton flying Supermarine Spitfire Is until April 1941. Also in February 1941, Bristol University Air Squadron (UAS) was formed at Filton as part of 54 Group (along with Birmingham UAS). Initially flying the de Havilland Moth and later de Havilland Tiger Moth and North American Harvard trainers. It continued at Filton until it
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#17328014644012706-488: The Committee of Imperial Defence established a sub-committee to examine the question of military aviation in November 1911. On 28 February 1912 the sub-committee reported its findings which recommended that a flying corps be formed and that it consist of a naval wing, a military wing, a central flying school and an aircraft factory. The recommendations of the committee were accepted and on 13 April 1912 King George V signed
2829-701: The Commonwealth were quickly impressed into their respective air forces to meet the wartime demand for trainer aircraft. The Tiger Moth became the primary trainer throughout the Commonwealth and elsewhere. It was the principal type used in the British Commonwealth Air Training Plan , where thousands of military pilots got their first taste of flight in a Tiger Moth. The RAF found the Tiger Moth's handling ideal for training fighter pilots. Generally docile and forgiving in
2952-558: The Fisher R-80 Tiger Moth and the RagWing RW22 Tiger Moth . The Tiger Moth responds well to control inputs and is fairly easy to fly for a tail-dragger. Its big "parachute" wings are very forgiving, and it stalls at a speed as slow as 25 knots with power. Its stall and spin characteristics are benign. It has some adverse yaw and therefore requires rudder input during turns. The Tiger Moth exhibits
3075-575: The MBE on 13 June 1946. The following units were also here at some point: The airfield was attacked on 25 September 1940 just before mid-day by 58 Heinkel He 111 bombers with Messerschmitt Bf 110 fighter escort. The Luftwaffe raid was primarily aimed at the Bristol Aeroplane Company's works on the south side of the airfield. One of the air raid shelters on the airfield received a direct hit, five others seriously damaged and during
3198-685: The Royal Aircraft Factory F.E.2 as a night bomber squadron. In June 1929 No. 501 (Special Reserve) Squadron RAF was formed at Filton as a day bomber squadron flying Airco DH.9A biplanes. Initially named 'City of Bristol' it was renamed 'County of Gloucester' Squadron in May 1930. It became part of the Auxiliary Air Force in 1936. The Squadron flew Hawker Harts and then the Hawker Hind light bomber from 1938. During
3321-612: The Second World War it was home to the Filton Sector Operations Room which was part of No. 10 Group RAF of RAF Fighter Command . The first unit to use the airfield was No. 935 (County of Glamorgan) Barrage Balloon Unit (Auxiliary Air Force), which was at Filton from January 1939 with 2 Flights of 8 barrage balloons , and responsible for the defence of the Naval Yard at Plymouth as well as
3444-516: The Tiger Moth . Improvements made on the Tiger Moth monoplane were incorporated into a military trainer variant of the DH.60 Moth, the DH.60T Moth – the T coming to stand for 'Tiger' in addition to 'Trainer'. The DH.60T Moth had several shortcomings, thus was subject to several alterations, such as the adoption of shortened interplane struts to raise the wingtips after insufficient ground clearance
3567-543: The Army and the Navy. Major Sykes commanded the Military Wing and Commander C R Samson commanded the Naval Wing. The Royal Navy , however, with priorities different from those of the Army and wishing to retain greater control over its aircraft, formally separated its branch and renamed it the Royal Naval Air Service on 1 July 1914, although a combined central flying school was retained. The RFC's motto
3690-454: The Battle of Aubers Ridge. Operations from balloons thereafter continued throughout the war. Highly hazardous in operation, a balloon could only be expected to last a fortnight before damage or destruction. Results were also highly dependent on the expertise of the observer and was subject to the weather conditions. To keep the balloon out of the range of artillery fire, it was necessary to locate
3813-623: The Belgian-designed Stampe SV.4 aerobatic aircraft, which had a very similar design layout; both aircraft made use of a similar main landing gear configuration, a slightly sweepback wing, and an alike engine/cowling design. Several Tiger Moths were converted during the 1950s to a Coupe standard, which involved the installation of a sliding canopy over both crew positions, not unlike the Canadian-built Fleet Finch biplane trainers that had worked beside
RAF Filton - Misplaced Pages Continue
3936-508: The British Army's highly detailed 1:10,000 scale maps introduced in mid-1915. Such were advances in aerial photography that the entire Somme Offensive of July–November 1916 was based on the RFC's air-shot photographs. One of the initial and most important uses of RFC aircraft was observing artillery fire behind the enemy front line at targets that could not be seen by ground observers. The fall of shot of artillery fire were easy enough for
4059-548: The Calthrop Guardian Angel parachute (1916 model) was officially adopted just as the war ended. By this time parachutes had been used by balloonists for three years. On 17 August 1917, South African General Jan Smuts presented a report to the War Council on the future of air power . Because of its potential for the 'devastation of enemy lands and the destruction of industrial and populous centres on
4182-641: The French coast to the Bay of the Somme and followed the river to Amiens . When the BEF moved forward to Maubeuge the RFC accompanied them. On 19 August the Corps undertook its first action of the war, with two of its aircraft performing aerial reconnaissance . The mission was not a great success; to save weight each aircraft carried a pilot only instead of the usual pilot and observer. Because of this, and poor weather, both of
4305-488: The HQ, and three Landing Grounds, one per each flight . Stations tended to be named after the local railway station, to simplify the administration of rail travel warrants. Typically a training airfield consisted of a 2,000 feet (610 m) grass square. There were three pairs plus one single hangar, constructed of wood or brick, 180 feet (55 m) x 100 feet (30 m) in size. There were up to 12 canvas Bessonneau hangars as
4428-636: The Netherlands during the postwar era and used to equip the Dutch National Flying School at Ypenburg . These aircraft were required by the Dutch civil aviation authorities to be fitted with a larger dorsal fin, incorporating an extended forward fillet to the fin, to provide for additional area; this requirement was also extended to privately owned Tiger Moths in the Netherlands. The Tiger Moth might be confused at first glance with
4551-653: The PT-24, before being delivered onwards to the RCAF. Additional overseas manufacturing activity also occurred, most of which took place during wartime. de Havilland Australia assembled an initial batch of 20 aircraft from parts sent from the United Kingdom prior to embarking on their own major production campaign of the DH.82A, which resulted in a total of 1,070 Tiger Moths being constructed in Australia. In late 1940,
4674-521: The RNAS were amalgamated to form a new service, the Royal Air Force (RAF), under the control of the new Air Ministry . After starting in 1914 with some 2,073 personnel, by the start of 1919 the RAF had 4,000 combat aircraft and 114,000 personnel in some 150 squadrons. With the growing recognition of the potential for aircraft as a cost-effective method of reconnaissance and artillery observation,
4797-494: The Royal Flying Corps consisted of a number of squadrons . When the Royal Flying Corps was established it was intended to be a joint service. Owing to the rivalry between the British Army and Royal Navy, new terminology was thought necessary in order to avoid marking the Corps out as having a particularly Army or Navy ethos. Accordingly, the Corps was originally split into two wings: a Military Wing (i.e. an army wing) and
4920-555: The Royal Flying Corps in France was never titled as a division, by March 1916 it comprised several brigades and its commander (Trenchard) had received a promotion to major-general, giving it in effect divisional status. Finally, the air raids on London and the south-east of England led to the creation of the London Air Defence Area in August 1917 under the command of Ashmore who was promoted to major-general. Two of
5043-634: The Sk.11' by AB Svenska Järnvägsverkstädernas Aeroplanavdelning , 91 were built in Portugal by OGMA , and another 38 in Norway by Kjeller Flyfabrikk (some sources say 37 so the first may have been assembled from a kit) in addition to a large number of aircraft that were assembled from kits shipped from the UK. The RAF ordered 35 dual-control Tiger Moth Is, which had the company designation DH.82. A subsequent order
RAF Filton - Misplaced Pages Continue
5166-637: The Squadron moved to France; and 263 Squadron (reformed on 2 October 1939 at Filton) taking over some of the Gloster Gladiator I biplane fighters previously with No. 605 Squadron RAF and still wearing that squadron's code letter (HE). The Squadron went on to Norway in April 1940 operating from a frozen lake. Between May and June 1940, No. 236 Squadron was based at Filton with Bristol Blenheim twin-engined fighters, flying defensive sweeps over
5289-747: The Tiger Moth II, were delivered to the RAF; these aircraft adopted the de Havilland Gipsy Major engine, capable of generating 130 HP, and the use of plywood decking on the rear fuselage in place of fabric . Throughout the period 1934–1936, production activity was centred upon meeting the demand for military trainers, including several contracts having been placed by the RAF to Specification T.7/35, along with export orders by seven overseas operators. Civil examples were also being produced at this time, both for British private customers and to export customers in countries such as Ceylon , Greece , Lithuania , Rhodesia , Peru , and Switzerland . After 1936,
5412-475: The Tiger Moth in RCAF service as trainers in Canada during the type's wartime years. After the development of aerial topdressing in New Zealand, large numbers of ex- Royal New Zealand Air Force Tiger Moths built in that country and in the United Kingdom were converted into agricultural aircraft ; at the time, this was a pioneering use for aircraft. In this role, the front seat was commonly replaced with
5535-414: The Tiger Moth was made available to general flying clubs, production having been previously occupied by military customers. The type was used to replace older aircraft in the civilian trainer capacity, such as the older de Havilland Cirrus Moth and Gipsy Moth. By the start of the Second World War, the RAF had around 500 Tiger Moths in service. In addition, nearly all civilian-operated Tiger Moths throughout
5658-552: The Tiger Moth, using many of the main components of the former with a new plywood fuselage seating four people in an enclosed cabin; it was marketed as the de Havilland Fox Moth . Following the end of all manufacturing, third parties occasionally rebuilt Tiger Moths to a similar configuration to the Fox Moth, such as the Thruxton Jackaroo . In late 1934, 50 Tiger Moths of a more refined design, sometimes referred to as
5781-519: The UK for completion. Canadian-built Tiger Moths featured modifications to better suit the local climate, along with a reinforced tail wheel, hand-operated brakes (built by Bendix Corporation ), shorter undercarriage radius rods, and the legs of the main landing gear legs being raked forwards as a safeguard against tipping forwards during braking. In addition, the cockpit had a large sliding canopy fitted along with exhaust -based heating; various alternative undercarriage arrangements were also offered. By
5904-549: The Volunteer Reserve Pilot training scheme. This continued until March 1953 when No. 12 RFS closed. In the 1950s and early '60s, Filton was designated as a V bomber dispersal base. During the Cuban Missile Crisis (October 1962) Avro Vulcan V bombers were at Filton and kept at 'immediate readiness' status with engines idling. The airfield is now closed and the last aircraft to operate from
6027-535: The War Office in August 1915, he submitted a scheme to the Army Council which was intended to expand the command structure of the Flying Corps. The Corps' wings would be grouped in pairs to form brigades and the commander of each brigade would hold the temporary rank of brigadier-general . The scheme met with Lord Kitchener 's approval and although some staff officers opposed it, the scheme was adopted. In
6150-614: The administration section of the squadron. Each flight contained on average between six and ten pilots (and a corresponding number of observers, if applicable) with a senior sergeant and thirty-six other ranks (as fitters, riggers, metalsmiths, armourers, etc.). The average squadron also had on complement an equipment officer, armaments officer (each with five other ranks) and a transport officer, in charge of twenty-two other ranks. The squadron transport establishment typically included one car, five light tenders, seven heavy tenders, two repair lorries, eight motorcycles and eight trailers. Wings in
6273-570: The adoption of a continually offensive stance operationally in efforts to pin the enemy back led to many brave fighting exploits and high casualties – over 700 in 1916, the rate worsening thereafter, until the RFC's nadir in April 1917 which was dubbed ' Bloody April '. This aggressive, if costly, doctrine did however provide the Army General Staff with vital and up-to-date intelligence on German positions and numbers through continual photographic and observational reconnaissance throughout
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#17328014644016396-510: The aircraft could not receive. Originally only a special Wireless Flight attached to No. 4 Squadron RFC had the wireless equipment. Eventually this flight was expanded into No. 9 Squadron under Major Hugh Dowding . However, in early 1915 the Sterling lightweight wireless became available and was widely used. In 1915 each corps in the BEF was assigned a RFC squadron solely for artillery observation and reconnaissance duties. The transmitter filled
6519-419: The aircraft, constructed from wood, wire and fabric, were liable to weather damage. Other airfield buildings were typically wooden or Nissen huts . Landing Grounds were often L-shaped, usually arrived at by removing a hedge boundary between two fields, and thereby allowing landing runs in two directions of 400–500 metres (1,300–1,600 ft). Typically they would be manned by only two or three airmen, whose job
6642-581: The airfield at Filton. The unit's allocation was increased to 24 Balloons during August 1940 as RAF Filton did not have a defensive fighter squadron attached to defend the airfield. No. 11 Balloon Centre at RAF Pucklechurch , north of Bristol, also came under the command of the RAF Filton station commander. Squadrons stationed at RAF Filton from the beginning of the Second World War included 501 (County of Gloucester) Sqdn (Auxiliary Air Force) , now flying Hawker Hurricane Ic fighters, until 10 May 1940 when
6765-469: The airman reported the position of the ranging round using the clock code, the battery adjusted their firing data and fired again, and the process was repeated until the pilot observed an on-target or close round. The battery commander then decided how much to fire at the target. The results were mixed. Observing artillery fire, even from above, requires training and skill. Within artillery units, ground observers received mentoring to develop their skill, which
6888-455: The balloons some distance away from the front line or area of military operations. However, the stable platform offered by a kite-balloon made it more suitable for the cameras of the day than an aircraft. For the first half of the war, as with the land armies deployed, the French air force vastly outnumbered the RFC, and accordingly did more of the fighting. Despite the primitive aircraft, aggressive leadership by RFC commander Hugh Trenchard and
7011-473: The battery they were colocated with. This led to concerns as to who had responsibility for them and in November 1916 squadron commanders had to be reminded "that it is their duty to keep in close touch with the operators attached to their command, and to make all necessary arrangements for supplying them with blankets, clothing, pay, etc" (Letter from Headquarters, 2nd Brigade RFC dated 18 November 1916 – Public Records Office AIR/1/864) The wireless operators' work
7134-643: The building of headquarters/administration offices, mess buildings, fuel and weapon stores, wireless huts and other support structures as well as the aircraft hangarage and repair facilities. Narborough and Marham both started off as Night Landing Grounds a few miles apart. One was an RNAS Station, the other RFC. Narborough grew to be the largest aerodrome in Britain at 908 acres (367 ha) with 30 acres (12 ha) of buildings including seven large hangars, seven motorised transport (MT) garages, five workshops, two coal yards, two Sergeants' Messes, three dope sheds and
7257-588: The cockpit normally used by the observer and a trailing wire antenna was used which had to be reeled in prior to landing. The RFC's wireless experiments under Major Herbert Musgrave, included research into how wireless telegraphy could be used by military aircraft. However, the most important officers in wireless development were Lieutenants Donald Lewis and Baron James in the RFC HQ wireless unit formed in France in September 1914. They developed both equipment and procedures in operational sorties. An important development
7380-441: The conduct of operations. Fired at constantly by friend and foe, and not hesitating to fly in every kind of weather, they have remained undaunted throughout. Further, by actually fighting in the air, they have succeeded in destroying five of the enemy's machines." Early in the war RFC aircraft were not systematically marked with any national insignia . At a squadron level, Union Flag markings in various styles were often painted on
7503-544: The conspicuous white circle of the "day" marking. Later in September, 1914, during the First Battle of the Aisne , the RFC made use of wireless telegraphy to assist with artillery targeting and took aerial photographs for the first time. From 16,000 feet a photographic plate could cover some 2 by 3 miles (3.2 km × 4.8 km) of front line in sharp detail. In 1915 Lieutenant-Colonel JTC Moore-Brabrazon designed
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#17328014644017626-673: The crucial observation of the 1st German Army's approach towards the flank of the British Expeditionary Force. This allowed the BEF Commander-in-Chief Field Marshal Sir John French to realign his front and save his army around Mons. Next day, the RFC found itself fighting in the Battle of Mons and two days after that, gained its first air victory. On 25 August, Lt C. W. Wilson and Lt C. E. C. Rabagliati forced down
7749-427: The early 1970s. The Tiger Moth (and to a lesser extent, the similar Belgian Stampe-Vertongen SV.4 ) had been often used as a stand-in for rarer aircraft in films, sometimes having been extensively modified to outwardly resemble the aircraft it was depicting. Three aircraft were converted by Croydon -based Film Aviation Services Ltd for use in the filming of the 1962 movie Lawrence of Arabia ; one Tiger Moth became
7872-530: The effect of "weeding out" the inept student pilot. The Tiger Moth quickly became a commercial success, and examples were sold to more than 25 air forces. In addition to the military demand, aircraft were also produced for the civilian market. At one point, the flow of orders for the Tiger Moth effectively occupied almost the entirety of de Havilland's capacity to manufacture aircraft, and little capacity could be spared to accommodate domestic customers. In 1932, de Havilland also developed an affordable air taxi from
7995-476: The end of Canadian production, de Havilland Canada had manufactured a total of 1,548 of all versions, including the DH.82C and American Menasco Pirate -engined variants (with opposing "right-hand"/"counter-clockwise" rotation to the left-hand/clockwise-running Gipsy Major) known as the Menasco Moth; this also included 200 Tiger Moths that were built under wartime United States Army Air Forces (USAAF) Lend-Lease orders, which were designated for paperwork purposes as
8118-518: The end of March 1918, the Royal Flying Corps comprised some 150 squadrons. The composition of an RFC squadron varied depending on its designated role, although the commanding officer was usually a major (in a largely non-operational role), with the squadron 'flights' (annotated A, B, C etc.) the basic tactical and operational unit, each commanded by a captain. A 'recording officer' (of captain/lieutenant rank) would act as intelligence officer and adjutant, commanding two or three NCOs and ten other ranks in
8241-482: The field, most brigades were assigned to the army. Initially a brigade consisted of an army wing and corps wing; beginning in November 1916 a balloon wing was added to control the observation balloon companies. Logistics support was provided by an army aircraft park, aircraft ammunition column and reserve lorry park. All operating locations were officially called "Royal Flying Corps Station name ". A typical Squadron may have been based at four Stations – an Aerodrome for
8364-540: The final Concorde to be built and the last to fly, in a newly built structure. Royal Flying Corps The Royal Flying Corps ( RFC ) was the air arm of the British Army before and during the First World War until it merged with the Royal Naval Air Service on 1 April 1918 to form the Royal Air Force . During the early part of the war, the RFC supported the British Army by artillery co-operation and photographic reconnaissance . This work gradually led RFC pilots into aerial battles with German pilots and later in
8487-399: The firm had great success with a scaled-down version of the DH.51, the de Havilland DH.60 Moth . The starting point for the DH.82 Tiger Moth was the de Havilland DH.71 Tiger Moth . de Havilland had developed successively more capable Gipsy engines, and the company had produced a new low-winged monoplane aircraft to test them. This aircraft became the first aircraft to be referred to as
8610-525: The first 35 production aircraft for the RAF, designated K2567-K2601 , began following the issuing of Specification T.23/31; in addition two float -equipped seaplanes , S1675 and S1676 , were built according to Specification T.6/33. The de Havilland DH.82 Tiger Moth is a single-engined , biplane , taildragger aircraft with two seats in tandem configuration. It was developed principally to be used by private touring customers as well as for pilot instruction for both military and civilian operators. It
8733-403: The first Australian-assembled Tiger Moth conducted its first flight at Bankstown , Sydney . Most Australian aircraft were delivered to the Royal Australian Air Force (RAAF), but several batches were exported, including 18 for the USAAF and 41 for the Royal Indian Air Force . In New Zealand, 132 Tiger Moths were completed by de Havilland Aircraft of New Zealand ; 23 were built in Sweden as
8856-452: The first practical aerial camera. These semi-automatic cameras became a high priority for the Corps and photo-reconnaissance aircraft were soon operational in numbers with the RFC. The camera was usually fixed to the side of the fuselage, or operated through a hole in the floor. The increasing need for surveys of the western front and its approaches, made extensive aerial photography essential. Aerial photographs were exclusively used in compiling
8979-642: The first three RFC squadrons were formed from the Air Battalion of the Royal Engineers: No. 1 Company (a balloon company) becoming No. 1 Squadron, RFC , and No. 2 Company (a 'heavier-than-air' company) becoming No. 3 Squadron, RFC . A second heavier-than-air squadron, No. 2 Squadron, RFC , was also formed on the same day. No. 4 Squadron, RFC was formed from No. 2 Sqn in August 1912, and No. 5 Squadron, RFC from No. 3 Sqn in July 1913. By
9102-561: The following locations: The RFC was also responsible for the manning and operation of observation balloons on the Western front . When the British Expeditionary Force (BEF) arrived in France in August 1914, it had no observation balloons and it was not until April 1915 that the first balloon company was on strength, albeit on loan from the French Aérostiers. The first British unit arrived 8 May 1915, and commenced operations during
9225-547: The front cockpit, and the rear cabane struts for the upper wing. The solution adopted was to shift the upper wing forward but sweep the wings back to maintain the same centre of lift. Other changes included a strengthened structure, fold-down doors on both sides of the cockpit, and a revised exhaust system. On 26 October 1931 the first 'true' Tiger Moth, the prototype E6 , made its maiden flight at Stag Lane Aerodrome , Edgware , London, flown by de Havilland Chief Test Pilot Hubert Broad . Shortly thereafter construction of
9348-482: The fundamental requirements of a training aircraft, in being "easy to fly, but difficult to fly well"; the aircraft's benign handling when within its limits make it easy for the novice to learn the basic skills of flight. At the same time techniques such as coordinated flight must be learnt and used effectively, and the aircraft will show up mishandling to an observant instructor or attentive pupil. As training progresses towards more advanced areas, especially aerobatics ,
9471-599: The gradual rate of acceleration of Tiger Moth manufacturing had reached the point where production capacity finally became able to exceed the demands from military customers alone. By the outbreak of the Second World War a total of 1,424 Tiger Moths had been completed by both domestic and overseas manufacturing efforts. In 1941 de Havilland transferred principal manufacturing activity for the Tiger Moth from its Hatfield factory to Morris Motors Limited at their facility in Cowley, Oxford . In 1945, British Tiger Moth production
9594-465: The ground or a signalling lamp to give visual confirmation that the signals had been received. The wireless communication was one way as no receiver was mounted in the aircraft and the ground station could not transmit. Details from: "Henry Tabor's 1916 War Diary" . By May 1916, 306 aircraft and 542 ground stations were equipped with wireless. An unusual mission for the RFC was the delivery of spies behind enemy lines. The first mission took place on
9717-406: The ground. The Royal Engineers' Air Battalion had pioneered experiments with wireless telegraphy in airships and aircraft before the RFC was created. Unfortunately the early transmitters weighed 75 pounds and filled a seat in the cockpit. This meant that the pilot had to fly the aircraft, navigate, observe the fall of the shells and transmit the results by morse code by himself. Also, the wireless in
9840-506: The last military examples when that service purchased a batch of refurbished ex-civilian examples in 1956. One became the last biplane to land on an aircraft carrier ( HMS Eagle ) in the English Channel during the summer of 1967. On takeoff, the wind over the deck allowed the aircraft to fly, but it was slower than the carrier, which turned hard to starboard to avoid a possible collision. These planes remained in service until
9963-667: The loss of the Naval Wing into account, had expanded sufficiently to warrant the creation of wings consisting of two or more squadrons. These wings were commanded by lieutenant-colonels. In October 1915 the Corps had undergone further expansion which justified the creation of brigades , each commanded by a brigadier-general . Further expansion led to the creation of divisions , with the Training Division being established in August 1917 and RFC Middle East being raised to divisional status in December 1917. Additionally, although
10086-408: The lower wing's fabric undersurface covering. This circular bell crank is rotated by metal cables and chains from the cockpit's control columns, and has the externally mounted aileron pushrod attached at a point 45° outboard and forward of the bell crank's centre when the ailerons are both at their neutral position. This results in an aileron control system operating with barely any travel down at all on
10209-478: The main runway. The first squadron to form at the airfield during the First World War was No. 33 Squadron RFC which formed during January 1916 and was composed of elements of No. 20 Squadron RFC which flew the Royal Aircraft Factory B.E.2 . The next squadron was 42 Squadron which moved to Filton during April 1916 from crews of 19 Squadron and again flew the B.E.2. Then No. 66 (Fighter) Squadron
10332-510: The military surplus aircraft subsequently entered into civilian operation. Many nations have used the Tiger Moth in both military and civilian applications, and it remains in widespread use as a recreational aircraft. It is still occasionally used as a primary training aircraft, particularly for those pilots wanting to gain experience before moving on to other tailwheel aircraft. Many Tiger Moths are now employed by companies offering trial lesson experiences. The de Havilland Moth club, founded in 1975,
10455-438: The morning of 13 September 1915 and was not a success. The plane crashed, the pilot and spy were badly injured and they were both captured (two years later the pilot, Captain T.W. Mulcahy-Morgan escaped and returned to England). Later missions were more successful. In addition to delivering the spies the RFC was also responsible for keeping them supplied with the carrier pigeons that were used to send reports back to base. In 1916,
10578-412: The normal flight phases encountered during initial training, when used for aerobatic and formation training, the Tiger Moth required skill and concentration to perform well; a botched manoeuvre could cause the aircraft to stall or spin. From 1941 onwards, all military and many civilian Tiger Moths were outfitted with antispin strakes positioned on the junction between the fuselage and the leading edge of
10701-471: The pilot to see, providing he was looking in the right place at the right time; apart from this the problem was communicating corrections to the battery. Development of procedures had been the responsibility of No 3 Squadron and the Royal Artillery in 1912–13. These methods usually depended on the pilot being tasked to observe the fire against a specific target and report the fall of shot relative to
10824-476: The pilots lost their way and only one was able to complete his task. On 22 August 1914, the first British aircraft was lost to German fire. The crew – pilot Second Lieutenant Vincent Waterfall and observer Lt. Charles George Gordon Bayly, of 5 Squadron – flying an Avro 504 over Belgium, were killed by infantry fire. Also on 22 August 1914, Captain L E O Charlton (observer) and his pilot, Lieutenant Vivian Hugh Nicholas Wadham, made
10947-412: The plane on to the runway at a moderate speed with just the main wheels on the ground, with the tail held up until speed reduces. It does not tend to bounce. Unlike most taildraggers, slow speed three-point landings are quite difficult because there is not enough elevator authority to bring the tail down to the correct three-point attitude. This means that the tail needs to be brought down sharply at just
11070-467: The potential to go on to fly fighter aircraft , those more suited to lower-performance machines and those who must be relegated to non-pilot aircrew positions. Because the Tiger Moth has no electrical system, it must be started by hand. Being a tail-dragging biplane, taxiing also requires care. The pilot cannot see directly ahead, so the lower wing can hit obstructions, and it is susceptible to gusts of wind on its inclined, large, upper wing. The takeoff
11193-415: The raid over 200 people were killed. Luftwaffe reconnaissance planes had determined that there were no fighter aircraft stationed at Filton prior to the attack but No. 504 (County of Nottingham) Squadron RAF (Auxiliary Air Force) was moved in from 26 September 1940, flying Hawker Hurricane Mk1 fighters, as a result of this raid. After the war years Filton again became home to No. 501 Squadron RAF , which
11316-452: The removal of the centre-section fuel tank, alternative fuel tank configurations, all-new elevators, custom-designed fuel injectors , and the recovering of the fuselage with lighter-weight fabric. Three particular aircraft, G-APDZ , G-ANZZ and G-ANMZ , were accordingly rebuilt and were used in international competitions; the design changes led to substantially improved performance during inverted flight. Ex-RAF examples were imported to
11439-426: The right speed in order for the angular momentum to carry it down sufficiently. The open cockpit allows pilots to move their heads over the side to see the runway during approach and landing. As the aircraft is a tail dragger, it is essential to land it straight with no sideways movement, to avoid ground loops. One often undocumented feature is that the carburettor de-icing mechanism is activated automatically when
11562-502: The roundel was applied to the fuselage sides as well as the wings. To minimise the likelihood of "friendly" attack, the rudders of RFC aircraft were painted to match the French, with the blue, white and red stripes – going from the forward (rudder hingeline) to aft (trailing edge) – of the French tricolour . Later in the war, a "night roundel" was adopted for night flying aircraft (especially Handley Page O/400 heavy bombers), which omitted
11685-846: The site were the NPAS (Western Counties Air Operations Unit) Police helicopter & the Great Western Air Ambulance Charity , who both moved to a nearby, purpose built site at Almondsbury in October 2018. In 2017, part of the former RAF Filton site became home to Aerospace Bristol , an aerospace museum run by the Bristol Aero Collection Trust. A varied collection of exhibits is housed in the former RAF hangars [now Grade 2 listed]. The exhibition covers over 100 years of aviation history with emphasis on items relating to Filton, including Concorde 216,
11808-413: The skill required on the part of a Tiger Moth pilot increases. The aircraft will not, like some training aircraft, "fly its way out of trouble" but will instead stall or spin if mishandled. However the stall and spin remain benign, again showing up deficient piloting without endangering the aircraft or the crew. These characteristics were invaluable to military operators, who must identify between pilots with
11931-507: The tailplane, known as Mod 11'; later on, the aileron mass balances were removed for improved spin recovery performance. In 1935, the DH.82 Queen Bee , a pilotless , radio-controlled variant of the Tiger Moth, appeared for use in training antiaircraft gunners. Use of the word drone , as a generic term for pilotless aircraft, apparently originated from the name and role of the Queen Bee (i.e.
12054-435: The target, the battery adjusted their aim, fired and the process was repeated until the target was effectively engaged. One early communication method was for the flier to write a note and drop it to the ground where it could be recovered but various visual signalling methods were also used. This meant the pilots had to observe the battery to see when it fired and see if it had laid out a visual signal using white marker panels on
12177-633: The throttle is reduced. This means that when an engine is running poorly due to ice the pilot must reduce power even further and then wait for the ice to melt. The aircraft is operated by many private individuals and flying clubs. Numerous examples of the Tiger Moth are still flying today (an estimated 250). The number of airworthy Tiger Moths has increased as previously neglected aircraft (or those previously only used for static display in museums) have been restored. A number of aircraft have been preserved as museum displays (amongst others) at the: Privately owned Tiger Moths, type if known, and any history of
12300-551: The time to take its place. Due to the type being inexpensive to operate and the aforementioned factors, the Tiger Moth was met with an enthusiastic reception across the civilian market. Additionally, it was put to use for new roles, including aerial advertising, aerial ambulance, aerobatic performer, crop dusting, and glider tug work. In the air-racing market, Tiger Moths were converted to a single-seat configuration, often temporarily. Several aircraft were extensively modified for greater speed; these changes included alterations such as
12423-409: The type's principal use for ab initio training, the Second World War had RAF Tiger Moths operating in other capacities, including maritime surveillance and defensive anti-invasion preparations; some aircraft were even outfitted to function as armed light bombers . The Tiger Moth remained in service with the RAF until it was replaced by the de Havilland Chipmunk during the early 1950s. Many of
12546-484: The use of wireless communication at Aubers Ridge on 9 May 1915. Aerial photography was attempted during 1914, but again only became effective the next year. By 1918, photographic images could be taken from 15,000 feet and were interpreted by over 3,000 personnel. Parachutes were not available to pilots of heavier-than-air craft in the RFC – nor were they used by the RAF during the First World War – although
12669-417: The war by the RFC included: On its inception in 1912 the Royal Flying Corps consisted of a Military and a Naval Wing, with the Military Wing consisting of three squadrons each commanded by a major. The Naval Wing, with fewer pilots and aircraft than the Military Wing, did not organise itself into squadrons until 1914; it separated from the RFC that same year. By November 1914 the Royal Flying Corps, even taking
12792-514: The war included the strafing of enemy infantry and emplacements , the bombing of German military airfields and later the strategic bombing of German industrial and transport facilities. At the start of World War I the RFC, commanded by Brigadier-General Sir David Henderson , consisted of five squadrons – one observation balloon squadron (RFC No 1 Squadron) and four aeroplane squadrons. These were first used for aerial spotting on 13 September 1914 but only became efficient when they perfected
12915-591: The war. At the start of the war, numbers 2, 3, 4 and 5 Squadrons were equipped with aeroplanes. No. 1 Squadron had been equipped with balloons but all these were transferred to the Naval Wing in 1913; thereafter No. 1 Squadron reorganised itself as an 'aircraft park' for the British Expeditionary Force. The RFC's first casualties were before the Corps even arrived in France: Lt Robert R. Skene and Air Mechanic Ray Barlow were killed on 12 August 1914 when their (probably overloaded) plane crashed at Netheravon on
13038-488: The way to rendezvous with the rest of the RFC near Dover . Skene had been the first Englishman to perform a loop in an aeroplane. On 13 August 1914, 2, 3, and 4 squadrons, comprising 60 machines, departed from Dover for the British Expeditionary Force in France and 5 Squadron joined them a few days later. The aircraft took a route across the English Channel from Dover to Boulogne , then followed
13161-400: The wing on the outside of the turn, while the aileron on the inside travels a large amount upwards to counteract adverse yaw . From the outset, the Tiger Moth proved to be an ideal trainer, simple and cheap to own and maintain, although control movements required a positive and sure hand as a slowness to control inputs existed. Some instructors preferred these flight characteristics because of
13284-540: The wings (and sometimes the fuselage sides and/or rudder). However, there was a danger of the large red St George's Cross being mistaken for the German Eisernes Kreuz (iron cross) marking, and so of RFC aircraft being fired upon by friendly ground forces. By late 1915, therefore, the RFC had adopted a modified version of the French cockade (or roundel ) marking, with the colours reversed (the blue circle outermost). In contrast to usual French practice,
13407-403: The word drone is a reference to the male bee, which makes one flight in search of the female queen bee and then subsequently dies). The DH.82 had a wooden fuselage, based on that of the DH.60 Gipsy Moth (with appropriate structural changes related to cabane strut placement) and the wings of the Tiger Moth II. Queen Bees retained a normal front cockpit for test-flying or ferry flights , but had
13530-523: Was Per ardua ad astra ("Through adversity to the stars"). This remains the motto of the Royal Air Force (RAF) and other Commonwealth air forces. The RFC's first fatal crash was on 5 July 1912 near Stonehenge on Salisbury Plain ; Captain Eustace B. Loraine and his observer, Staff Sergeant R.H.V. Wilson, flying from Larkhill Aerodrome , were killed. An order was issued after the crash stating "Flying will continue this evening as usual", thus beginning
13653-675: Was disbanded in 1946. No. 528 Squadron RAF was formed at Filton in June 1943, flying the Bristol Blenheim and de Havilland Hornet Moth in the radar calibration role. During the Second World War the Station Warrant Officer at Filton was Alec (Tubby) Kerr. Described in the Bristol Evening World in 1957 as one of the best-known Station Warrant Officers the RAF has ever known. SWO Kerr was awarded
13776-541: Was discovered while it was undergoing trials at RAF Martlesham Heath . As a result of the Martlesham trials, a favourable report for the type was produced, which in turn led to the type soon being formally adopted as the new basic trainer of the Royal Air Force (RAF). A single prototype, designated the DH.82 Tiger Moth, was ordered by the British Air Ministry under Specification 15/31, which sought
13899-603: Was ended; by this point, Morris Motors had completed a total of 3,433 Tiger Moths. Overseas manufacturing of the type commenced in 1937; the first such overseas builder was de Havilland Canada at its facility in Downsview, Ontario . In addition to an initial batch of 25 Tiger Moths that were built for the Royal Canadian Air Force (RCAF), the Canadian firm began building fuselages, which were exported to
14022-466: Was formed in June 1916 with Sopwith Pup biplanes before the squadron moved on to France in March 1917. The squadron was joined by 62 Squadron in August 1916 when the squadron was formed from elements of No. 7 Training Squadron which were equipped with the Bristol F.2 Fighter from May 1917. No. 101 Squadron RAF was disbanded at Filton following its return from France in March 1919 where it had flown
14145-483: Was formed on 8 September 1958, also with de Havilland Chipmunk trainers. Operating out of Filton from 1948 was No. 12 Reserve Flying School RAF (RFS) equipped with six de Havilland Tiger Moths for RAF Reserve Pilot training and (from 1949) initially two (later three) Avro Ansons for Navigator training. This school was operated under special contract to the Air Ministry by the Bristol Aeroplane Company as part of
14268-604: Was not available to RFC aircrew. There were undoubtedly some very skilled artillery observers in the RFC, but there were many who were not and there was a tendency for ' optimism bias ' – reporting rounds as being on target when they were not. The procedures were also time-consuming. The ground stations were generally attached to heavy artillery units, such as Royal Garrison Artillery Siege Batteries, and were manned by RFC wireless operators, such as Henry Tabor. These wireless operators had to fend for themselves as their squadrons were situated some distance away and they were not posted to
14391-399: Was often carried out under heavy artillery fire in makeshift dug-outs. The artillery batteries were important targets and antennas were a lot less robust than the guns, hence prone to damage requiring immediate repair. As well as taking down and interpreting the numerous signals coming in from the aircraft, the operator had to communicate back to the aircraft by means of cloth strips laid out on
14514-636: Was placed for 50 aircraft powered by the de Havilland Gipsy Major I engine (130 hp) which was the DH.82A or to the RAF Tiger Moth II. The Tiger Moth entered service at the RAF Central Flying School in February 1932. During the prewar years, increasing numbers of Tiger Moths were procured for the RAF and by overseas customers; by 1939, nearly 40 flying schools operating the type had been established, nine of which operated civilian-register models, as well. From 1937 onwards,
14637-748: Was reformed in May 1946 as a Royal Auxiliary Air Force day-fighter squadron equipped with Spitfire XVI (LF)s. These were followed in 1948 by de Havilland Vampire F1s, and the FB5 from Spring 1951. 501 Squadron continued at Filton until it was disbanded in March 1957, when the remaining Royal Auxiliary Air Force flying units were stood down. Filton was also once again home to the Bristol University Air Squadron as part of 62 Group. Initially flying de Havilland Tiger Moth T2s, these were replaced with de Havilland Canada DHC-1 Chipmunk T10 trainers; and also No. 3 Air Experience Flight RAFVR which
14760-680: Was significant as the First Army's manoeuvre allowed French forces to make an effective counter-attack at the Battle of the Marne . Sir John French 's (the British Expeditionary Force commander) first official dispatch on 7 September included the following: "I wish particularly to bring to your Lordships' notice the admirable work done by the Royal Flying Corps under Sir David Henderson. Their skill, energy, and perseverance has been beyond all praise. They have furnished me with most complete and accurate information, which has been of incalculable value in
14883-399: Was sometimes carried, but no record shows one being dropped in action. In the aftermath of Britain's disastrous campaign in France, in August 1940 three proposals for beach defence systems were put forward; 350 Tiger Moths were fitted with bomb racks to serve as light bombers as a part of Operation Banquet . A more radical conversion involved the "paraslasher", a scythe-like blade fitted to
15006-517: Was the Zone Call procedure in 1915. By this time maps were 'squared' and a target location could be reported from the air using alphanumeric characters transmitted in Morse code. Batteries were allocated a Zone, typically a quarter of a mapsheet, and it was the duty of the RFC signallers on the ground beside the battery command post to pick out calls for fire in their battery's Zone. Once ranging started
15129-739: Was to guard the fuel stores and assist any aircraft which had occasion to land. Accommodation for airmen and pilots was often in tents, especially on the Western Front. Officers would be billeted to local country houses , or commandeered châteaux when posted abroad, if suitable accommodation had not been built on the Station. Landing Grounds were categorised according to their lighting and day or night capabilities: Stations that were heavily used or militarily important grew by compulsorily purchasing extra land, changing designations as necessary. Aerodromes would often grow into sprawling sites, due to
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