| De Havilland Canada DHC-1 Chipmunk | |
|---|---|
.jpg) A Chipmunk with theRoyal Navy historical flight | |
| General information | |
| Type | Trainer |
| Manufacturer | de Havilland Canada |
| Status | In limited service; many examples in private use |
| Primary users | Royal Air Force (historical) |
| Number built | 1,284 (including Canadian, British, and Portuguese production)[1] |
| History | |
| Manufactured | 1947–1956 |
| Introduction date | 1946 |
| First flight | 22 May 1946 |
| Retired | 1955 (Belgium) 1972 (Canada) 1996 (United Kingdom) |
Thede Havilland Canada DHC-1 Chipmunk (or Chippie) is a tandem, two-seat, single-engined primarytrainer aircraft designed and developed by Canadian aircraft manufacturerde Havilland Canada. It was developed shortly after theSecond World War and sold in large numbers during the immediate post-war years, being typically employed as a replacement for thede Havilland Tiger Mothbiplane. Thetype certificate of the aircraft is now owned bythe De Havilland Canada founded in 2019.
The Chipmunk was the firstpostwar aviation project conducted by de Havilland Canada. It performed itsmaiden flight on 22 May 1946 and was introduced to operational service that same year. During the late 1940s and 1950s, the Chipmunk was procured in large numbers by military air services such as theRoyal Canadian Air Force (RCAF),Royal Air Force (RAF), and several other nations' air forces, where it was often utilised as their standard primary trainer aircraft. The type wasproduced under licence byde Havilland in theUnited Kingdom, who would produce the vast majority of Chipmunks, as well as byOGMA (Oficinas Gerais de Material Aeronáutico) inPortugal. The type was slowly phased out of service beginning in the late 1950s, although in theab initio elementary training role, this did not happen in the Royal Air Force until 1996, when it was replaced by theScottish Aviation Bulldog.
Many Chipmunks that had been in military use were sold to civilians, either to private owners or to companies, where they were typically used for a variety of purposes, often involving the type's excellent flying characteristics and its capability foraerobatic manoeuvres. More than 70 years after the type having first entered service, hundreds of Chipmunks remain airworthy and are in operation around the world.[1] ThePortuguese Air Force still operates six Chipmunks, which serve with Esquadra 802, as of 2018.[2] The aircraft is named after thechipmunk, a smallrodent.
Immediately following the conclusion of theSecond World War, there was a desire within Canadian aviation circles to take advantage during the peace years of the recently expanded aircraft manufacturing industry which had been rapidly built up in Canada. Out of this desire, it was decided to embark on developing aircraft which would replace designs rendered obsolete by the rapid advances made during the war in the aviation field. One such company,de Havilland Aircraft of Canada Ltd, was interested in developing its own aircraft designs, and chose to focus on producing a contemporary aircraft for pilot training, specifically intending for the envisioned type to serve as a successor to thede Havilland Tiger Mothbiplane trainer, which had been produced by the thousands before and during the Second World War, and saw military service with a number of nations in that conflict.[1][3]
Wsiewołod Jakimiuk [pl], aPolish pre-war engineer, served as the principal designer and led the design team in the development of the new aircraft, which became known as theChipmunk. He designed acantilevermonoplane that incorporated numerous advances over typical trainer aircraft then in widespread service.[3] These included an enclosed cockpit complete with a rear-sliding canopy, and various aerodynamic features to manage the aircraft's flight performance.Strakes were fitted to deter spin conditions and stall breaker strips along the inboardleading edges of the wing ensured that astall would originate in this position as opposed to the outboard section.[3] The Chipmunk would become the first indigenous aircraft design to be produced by de Havilland Canada.[1]
The Chipmunk prototype,CF-DIO-X,first flew on 22 May 1946 at Downsview,Toronto,[1] piloted byPat Fillingham, atest pilot who had been seconded from the parentde Havilland company.[4] The prototype was powered by a 145 hp (108 kW)de Havilland Gipsy Major IC air-cooled inverted engine, this was replaced on the production version of the Chipmunk by a 145 hp (108 kW) de Havilland Gipsy Major 8 engine.
de Havilland Canada constructed the type at its factory inDownsview, Toronto,Ontario, where it produced 217 Chipmunks during the 1940s and 1950s, the final example of which having been completed during 1956.[5] In addition, 1,000 Chipmunks wereproduced under licence in the United Kingdom by de Havilland; manufacturing was initially performed at the company's facility atHatfield Aerodrome,Hertfordshire; production was later transferred to their factory atHawarden Aerodrome, Broughton nearChester.[6] A further 66 Chipmunks were licence-manufactured in Portugal byOGMA (Oficinas Gerais de Material Aeronáutico), atAlverca from 1955 to 1961 for thePortuguese Air Force.[7]
Both British-built and early Canadian-built Chipmunks are notably different from the later Canadian-built RCAF/Lebanese versions. The later Canadian-built aircraft were fitted with abubble canopy, which replaced the multi-panelled sliding canopy that had been used upon early Canadian-produced Chipmunks, along with all of the Portuguese and British-built aircraft.[1] On the early-built canopy, the rearmost panels intentionally bulged in order to provide the instructor's position with superior visibility.[8] British-built Chipmunks also differed by a number of adjustments to suit the expressed preferences of the RAF. These included the repositioning of theundercarriage legs, anti-spinstrakes, landing lights, and an all-round stressed airframe.[8]
At one point, work was being conducted on a derivative of the Chipmunk which featured an extensive cabin modification to accommodate a side-by-side seating arrangement; the aircraft, which was referred to as theDHC-2, ultimately remained unbuilt.[9] The DHC-2 designation was subsequently reallocated to the company's next product, theDHC-2 Beaver.[1]
The de Havilland Canada DHC-1 Chipmunk is a two-seat, single-engine aircraft that has been heavily used as a primary trainer aircraft.[1][3] The basic configuration of the aircraft included a low-mounted wing and a two-placetandem cockpit, which was fitted with a clearperspexcanopy covers thepilot/student (front) and instructor/passenger (rear) positions and provided all-round visibility.[1] The Chipmunk uses a conventional tailwheellanding gear arrangement and is fitted withfabric-coveredflight control surfaces; the wing is also fabric-covered aft of thespar.[8][1] In terms of handling, the Chipmunk exhibited a gentle and responsive flight attitude. Early production aircraft were only semi-aerobatic, while later production models were almost all fully aerobatic.[1][8]
The structure of the Chipmunk makes heavy use of metal, the majority of the airframe being composed of a stress-skinnedalloy; this allowed the adoption of thinner wings and consequently provided for increased performance as well as a greater degree of durability.[3] Numerous features were incorporated so that the type could better perform as a trainer, including hand-operated single-slotted wingflaps, anti-spin strakes,disc brakes on the wheeled undercarriage, a thin propeller composed of a solid lightweight alloy, the adoption of an engine-drivenvacuum pump in place of external venturi tubes to power cockpit instrumentation, electric and Coffman cartridge engine starters as alternative options, cockpit lighting, onboardradio system, and an external identification light underneath the starboard wing.[3]
In civilian service, individual aircraft would often be modified. Examples of these adaptations include extensive modifications that enabled it to perform competitive aerobatics, for which aircraft are often re-engined and fitted with constant speed propellers and inverted fuel systems; larger numbers of Chipmunks have been tasked as dedicated glider tows. It has become commonplace for Chipmunks used as such to be re-engined, often using the 180 hp (130 kW)Lycoming O-360.[1]
TheRoyal Air Force (RAF) had been one of the operators to quickly take notice of the new Canadian trainer, and encouraged its formal evaluation with an eye towards procuring it. Accordingly, a total of three Chipmunk aircraft were transported to the United Kingdom, where they underwent an evaluation by theAeroplane and Armament Experimental Establishment (A&AEE) atRAF Boscombe Down,Wiltshire.[1] Based upon this favourable evaluation, the BritishAir Ministry proceeded to formulate and releaseAir Ministry specification T.8/48 around the type as a replacement for thede Havilland Tiger Moth biplane then in use. This specification was also contested by the rivalFairey Primer, which lost out to the Chipmunk and ultimately did not enter production.[1]
The fully aerobatic Chipmunk was ordered to serve as anab initio trainer for new pilots.[citation needed] The RAF received 735 Chipmunks, which weredesignated in British service as thede Havilland Chipmunk T.10; these aircraft had been manufactured in the United Kingdom byde Havilland, the parent company ofde Havilland Canada.
The Chipmunk T.10 initially served with Reserve Flying Squadrons (RFS) of theRAF Volunteer Reserve (VR), as well as theUniversity Air Squadrons. During 1958, multiple Chipmunks were pressed into service inCyprus for conducting internal security flights during the height of civil unrest during theCyprus dispute.[8] Eight disassembled aircraft were flown out in the holds ofBlackburn Beverley transports; following their reassembly, these Chipmunks, which were operated byNo. 114 Squadron, were operated for some months into 1959.[10]
From 1956 to 1990, the Chipmunks of theRAF Gatow Station Flight were used to conduct covert reconnaissance missions byBRIXMIS over theBerlin area.[11] A number of Chipmunk T.10s were also used by theArmy Air Corps andFleet Air Arm to conduct primary training. Notably,Prince Philip had his first flying lesson in a Chipmunk in 1952; he declared the type to be his favourite aircraft.[1]
Until 1996, Chipmunks remained in service withAir Training Corps (ATC) and the RAF Sections of theCombined Cadet Force (CCF) forAir Experience Flights (AEFs); the final of these AEF flights to use the Chipmunk was No. 10 Air Experience Flight,RAF Woodvale, when they were replaced by theScottish Aviation Bulldog. The last Chipmunks in military service are still operated by the British historic flights – the RAFBattle of Britain Memorial Flight (including one of the Gatow aircraft), the Royal Navy and Army historic flights, to keep their pilots current on tailwheel aircraft. In addition, the cockpit sections of some former RAF Chipmunks have been used as ground training aids; these are colloquially known as "Chippax" trainers.[12][N 1]
In 1995 and 1996, the RAF planned for a pair of Chipmunks tocircumnavigate the northern hemisphere to establish a route forlight aircraft from Europe to North America viaRussia. The RAF chose the Chipmunk because of its reliability and ability to operate with minimal ground support. Modifications were made before the journey, including expanding fuel capacity and updatingnavigation equipment. The Chipmunks were accompanied on the journey by a support aircraft. In 1996, the RAF started the journey, but had to stop inMoscow due toforest fires in centralSiberia. The RAF successfully completed the journey in 1997, flying 16,259 miles (26,166 km) over 64 days, visiting 62 airfields along the way. One of the two Chipmunks was added to the collection at theRAF Museum.[13] The other belongs to a private owner, who has restored the Chipmunk to its condition during the round-the-world flight and flies it to aviation events.[14]
In 1948, the RCAF accepted its first DHC-1 Chipmunk trainers, having received the first batch of a production run of 217 Chipmunks that would be manufactured in Canada.[15] The Chipmunk was the first Canadian-designed aircraft to be made abroad under licence and as such, the majority of the home-grown production were destined for the RCAF. However, Canadian-built Chipmunks were also delivered to some overseas customers, includingEgypt,Lebanon andThailand.[15]
Of the 113 Chipmunks that entered RCAF service, 79 were assigned to serve asab initio trainers, while 34 were assigned to flying clubs for use in refresher training for RCAF Reserve pilots.[16] The type remained in use as a trainer until the early 1970s, the last example being retired from service by theCanadian Armed Forces in 1972, three years after unification of theCanadian Armed Forces.[15] The Chipmunk's long service was due, in part, to its fully aerobatic capabilities and superb flying characteristics, which had contributed towards pilots frequently referring to it as being "a delight to fly".[N 2]
On 2 June 2015, with the landing of his Chipmunk atPearson International Airport inToronto,Ontario, Canada, retired de Havilland Canada test pilot George Neal established a new world record for the oldest active licensed pilot at the age of 96 years 194 days.[19][20]
ThePortuguese Air Force (FAP) received its first DHC-1 Chipmunk Mk. 20 in 1951, being delivered to the Military Aeronautical School inSintra. It was the first of an eventual 76 that would be delivered, replacing its almost two decade old de Havilland Tiger Moths. Its first 10 were constructed in the United Kingdom while the following 66 were licence-built byOGMA in Portugal. The Chipmunks would fly with the Elementary Flying Training Squadron (Esquadra de Instrução Elementar de Pilotagem).[2]
By 1986, only 36 Chipmunks still remained in service, flying withEsquadra de Instrução 101. With the Chipmunks being a 40-year-old design and with the annual attrition rate of the fleet being two aircraft, in October 1987 a decision was made by the FAP to replace the Chipmunks with 18AérospatialeTB 30 Epsilons. Epsilon deliveries was made throughout 1989, with all remaining Chipmunks being withdrawn from service by the time the last Epsilon was delivered. Shortly afterwards, 7 Chipmunks were handed over to theAir Force Academy (AFA) to be used for glider towing.[2]
In 1997, a major reform was made to the FAP's training syllabus which led to the need for cost savings. This resulted in the 7 AFA Chipmunks being used by the FAP for an initial screen testing programme for potential pilots – the Estágio de Seleção de Voo (ESV). The 7 Chipmunks (serials – 1306, 1312, 1315, 1316, 1319, 1335, 1339) were first upgraded before being put into use. These upgrades consisted of replacing the Gipsy Major engines with the more powerfulLycoming O-360, adding a metal propeller, a new radio and anIFF transponder. Five of these aircraft were upgraded by OGMA atAlverca do Ribatejo, while the other two were converted by Indústrias Aeronáuticas de Coimbra (IAC). The first two upgraded Chipmunks were delivered to Esquadra 802 in July 1997 and began their screening programme the next month on 18 August. On 17 March 1998, an upgraded Chipmunk (serial – 1312) crashed on take-off at Sintra causing it to be written off, neither of the occupants – an Angolan student and Portuguese instructor – were harmed.[2][21] As of 2018, Esquadra 802 still operates the remaining 6 Chipmunks.[2]
From the 1950s, the Chipmunk also became a popular civilian aircraft, used in various roles such as pilot training,aerobatics and evencrop spraying. The majority of civilian aircraft aremilitary surplus which not infrequently have been modernised. It is also a mechanically robust aircraft, so much so that numerous ex-RCAF Chipmunks have since remained operational for decades with private owners and operators around the world.[17] By 2001, several hundred Chipmunks were reportedly operational in private service.[8] It is familiarly known as the "Chippie".[22][failed verification]
Modifications or conversions by Bristol Aircraft Ltd into a touring aircraft to design byPeter Masefield. Modifications could be made on Chipmunk Mk 20, Mk 21, Mk 22 and 22A aircraft. The Chipmunks could be fitted with luggage compartments in the wings, a blown canopy, landing gear fairings and enlarged fuel tanks.[24]
In 1967–1968, a Chipmunk Mk 22A was converted, tested and flown byHants and Sussex Aviation. The Chipmunk was fitted with an 116 hp (87 kW) Rover 90 turboprop engine[26] and extra fuel capacity.
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Today, the Chipmunk remains popular with specialized flying clubs and is also operated by private individuals located in many countries worldwide.
Data fromThe de Havilland Canada Story and BAE Systems.[31][1]
General characteristics
Performance
Aircraft of comparable role, configuration, and era
Related lists
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| Other | |
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