The Aircraft Files - Chipmunk

The de Havilland Aircraft Company which began in 1920 with Geoffrey de Havilland, went on to weave its innovative influence throughout the fabric of British aviation from the earlier biplanes including the Tiger Moth, to the “wooden wonder”, the Mosquito, through to the jet age with the twin-boom Vampire, Venom and Vixen. Of all the aircraft which emerged from the de Havilland stable, perhaps the most well-known and loved in today’s age, is the humble Chipmunk. Such is the success of the loveable ‘Chippie’, that it remains a popular civilian aircraft, and even remains on the military register with the Battle of Britain Memorial Flight using two airframes within their fleet at RAF Coningsby in Lincolnshire, and a stalwart of service within the Portuguese Air Force. In civilian use, hundreds of Chipmunk airframes remain in airworthy condition and often fly from airfields around the globe. Whilst so many of the aircraft could be focused on from the de Havilland family, the Chipmunk is the focus of this Aircraft File due to its design concept, its usage, and its longevity – not to mention its popularity!   

Whilst many of the aforementioned types came from the UK branch of the de Havilland company, the DHC-1 Chipmunk was the first to be designed by de Havilland Canada, in Toronto, Ontario for the Royal Canadian Air Force. However, most of the Chipmunks were built in the UK at Hatfield and Chester under licence as the Mk.10 (T.10) by de Havilland for the Royal Air Force, whilst further licencing was given to Oficinas Gerais de Material Aeronáutico in Portugal to build the Mk.20 which were powered with either the de Havilland Gipsy Major 10, or a modification to fly with a 180hp Lycoming 0-360 engine, these were constructed by OGMA. Over 1,200 airframes were built across the three nations from 1946-1956 (1000 built in the UK, 217 in Canada, and a further 66 built in Portugal), with the type serving with more than 20 nations from Belgium to Zambia in a range of roles, both military and civilian, from glider tugs to crop sprayers. Unassuming in their design and appearance, they mainly carried the same de Havilland Gipsy Major engine from their predecessor – the Tiger Moth, but were an improvement in almost every way over its elder sibling. With the aging Tiger Moths needing a worthy replacement in the trainer role, Canadian officials were looking for a trainer which took what had already worked and create a worthy, contemporary replacement. The closed canopy, two seat, tandem, all-metal fuselage, low mounted monoplane was fitted with anti-spin strakes and a fixed undercarriage, powered by a variety of inline, 145hp engines in the Gypsy major lineage, from the 1C to the 10 - it was the first indigenous production design from de Havilland Canada. The first prototype flew on the 22nd  of May 1946 in the hands of Pat Fillingham from Downsview, Toronto.  

Whilst designed in Canada, it was the UK side of the company which produced the vast majority of the airframes for basic trainer duties in the armed forces, cementing them as one of, if not the most recognisable of the training aircraft in UK aviation history. The design was popular for its superb control harmonisation, It's forgiving flight characteristics, ease of use, as well as being fairly easy to maintain for its mechanics. The Chipmunk is still instantly recognisable to this day at many local airfields around the UK, normally sporting the first livery type used by the military, that of overall silver with yellow bands from the 1950s, the latter orange dayglo adhesive paper strips of the 60s, or the red, white, and grey livery of the RAF which was seen in the early 1970s, although some carry other, more unusual markings such as the yellow Canadian markings, or overall grey with Danish markings, or the Portuguese markings of those built in the Portugal under license. It is estimated that over 300 Chipmunks still remain in airworthy condition around the world, many privately owned, whilst others provide flight experiences. The Battle of Britain Memorial Flight at RAF Coningsby keep their two Chipmunks on the military register along with the rest of their fleet of classic warbirds, using them as essential taildragger trainers, which is invaluable when a pilot transitions from frontline fast jets to the Flight's Spitfires and Hurricanes. With two of these machines remaining on the military register, it must mark one of the longest, continuous applications of an aircraft type in the UK military, spanning decades. The legacy left by the Chipmunk in UK service, due to the number of budding pilots it helped to train, and the stories they tell, is something very few aircraft can boast, and it is testament to the success of the de Havilland design over its 75 years in service. 

The University Air Squadrons were the first to receive the Chipmunk in 1950, with the Reserve Flying Schools soon to follow as the aircraft began to make a lasting mark in UK aviation and on the pilots who trained on it, much like that of the Tiger Moth which came before. Had it not been for the introduction of the type into RAF service, the Chipmunk is unlikely to have become the training icon that many see it as today. In 1952, at White Waltham, the late Duke of Edinburgh, Prince Philip took a flying lesson in a Chipmunk and apparently claimed it to be his favourite aircraft, giving the Chipmunk something which few aircraft have; a royal seal! Prince Charles, The Prince of Wales also cut his teeth learning to fly in the Chipmunk - WP903 was his mount, and continues to wear the distinctive Royal Flight red. Whilst many Chipmunks operated in this role as a basic training aircraft at flying schools, a select few did see service overseas in a very different role – aerial reconnaissance. Following the de-unification of Germany, a need for aerial recon became all the more necessary, leading to the deployment of Chipmunks from RAF Gatow in Berlin, which would see tri-weekly flights over East Berlin to survey and gather intelligence on possible troop movements on the ground. Given a twenty-mile radius of Berlin following the post-war agreement to allow British, French and U.S aircraft access to Berlin, the British exercised this right in the 1950s by flying Chipmunks over most parts of the city, including that of military installations and camps. The Chipmunk not being a specifically built surveillance aircraft, the camera operator would sit with a small handheld camera and take some several thousand photos of the area which would then be used by British and allied intelligence during that period of the Cold War.  

Whilst the vast majority of airframes were kept to military spec, some underwent modifications to fit other roles, such as glider tugs and even competitive aerobatics, in many cases being fitted with Lycoming 0-360 engines. The Super Chipmunk was fitted with only a single seat, better flying surfaces, a retractable landing gear arrangement and fitted with a 260hp-300hp (depending on variant)  Lycoming GO-435 piston engine. The most famous of the Super Chipmunks was the ‘Scholl Super Chipmunk’, which, as well as the aforementioned modifications, the aircraft also received clipped wings, an autopilot, a red, white, and blue smoke system and of course, a colourful paint scheme. This all culminated in a ‘Supermunk’ which, helmed by Art Scholl, performed aerobatics across the United States, as was the case with many Super Chipmunk conversions, many of which he was involved with. Through the 1960s to the 1980s, Scholl performed with his Super Chipmunks at airshows and took part in air races, such as the Reno Air Race on many occasions, with an estimated 80 million people seeing his displays in the Super Chipmunk. The aircraft became instantly recognizable with their bright paint schemes and unique style, as well as the way in which they were flown at his control, not to mention his trusty canine companion, ‘Aileron’. 

Obtaining his first Chipmunk in 1963, and his second in 1968, his skill as a mechanic lent itself to him in heavily modifying these trainers into full-on aerobatic, racing beasts with top speeds of 168mph. Such was the popularity of Scholl and his iconic Chipmunks, that he ended up basing one on the East Coast, with the second on the West Coast, allowing him to be able to display one or the other when the need often arose. Scholl died in 1985, during the filming of ‘Top Gun’, not in his Chipmunk, but in a Pitts S-2, when he experienced issues during an intentional spin for cameras on board, which ultimately led to both he, and the aircraft hitting the sea off the coast of California. Both of Art Scholl’s Super Chipmunks now reside in museums, with Chipmunk N13Y in the National Air and Space Museum in Washington D.C, and N1114V at the EAA AirVenture Museum, Oshkosh.  

In the UK, a number of operators perform around the UK airshow circuit, from solo displays, to pairs, and even four-ship routines. Its persevering popularity means it continues to be the mount of choice to balance cost, to enjoyment! David Petters from the ‘Vintage Pair’ team, made up of a pair of Chipmunks based at Fenland Airfield, Lincolnshire, spoke to us about what it’s like to fly these charming trainers:

“The Chipmunk is an absolute delight to fly! Of all the types I have flown so far, which includes the Harvard, Stearman and Tiger Moth, it is the most honest and fun to fly. Light on the controls and responsive it gives great feedback through the 'seat of the pants'. Once comfortable with the aeroplane, you can fly the majority of any flight, aerobatic, formation, cross country etc. by feel and sense alone. A glance at the instruments will normally confirm the feel you have - this makes formation display flying very easy. Many times I have been told by those who have the experience that it is the nearest thing to a Spitfire!” 

"As a tailwheel trainer it demonstrates all the foibles one expects on the ground and during the take-off and landing phases. It is especially good at demonstrating the forces on take-off. P-factor, torque roll, slipstream effect, gyroscopic procession. All these forces affect the aircraft differently from the start of the take-off roll and they need to be balanced. I have spent a lot of time carrying out tailwheel conversions. Most tricycle pilots don't fully understand these forces (most of which also affect tricycle aeroplanes too). Strap them to a Chipmunk and that first take-off is a ride. Low speed the slipstream at high power is relatively large, requiring lots of left rudder. As you accelerate the helix of the slipstream stretches as the aeroplane moves through it, reducing the effect. You also have torque from the engine (more left rudder as it tries to bury the right wheel causing more drag from friction), and P-factor. P-factor is the lift generated from the down going propeller blade. In a tail dragger the propeller disc is not perpendicular to the direction of travel until the tail comes up. The down going blade therefore has a greater angle of attack than the upcoming blade giving it greater lift and generating a turning force."

The display is made into a dynamic routine, allowing both pilots the ability to showcase the aircraft as they explain; 

"Our routine was designed to show the Chipmunk at its best without eating (Into) the fatigue life. We also wanted a routine that would work for a variety of aircraft types that we can build upon. It allows for progression with power increases and fatigue considerations to become aerobatic, but also provides a platform to display less capable types in the same format. 

A philosophy of The Vintage Pair is teamwork and sharing. We both fly as lead and wingman, sharing the position equally throughout the season. Jon might lead on the first day of a show and Dave lead on the second. This spreads the experience equally but most importantly, ensures both pilots know what the other is experiencing and their requirements for certain elements of the display."

The Vintage Pair team can be found at their Lincolnshire home of Fenland Airfield, and as well as perform a graceful aerobatic display in their pair of delightful Chipmunks, also offer passenger flights for customers to experience and enjoy the charm of the 'Chippie'! You can find more information on their work at their social media channel -  Vintage Pair | Facebook. 

Often referred to as the “Poor Man’s Spitfire”, an unfair dismissal, or a backhanded compliment is an open-ended debate, however, the characteristics are often mentioned in the same sentence as the Spitfire, to those lucky enough to fly both, at least. For this author, the sight of the Chipmunk is one which has grown on me, and the sight of the Shuttleworth Collection Airframe in flight and up close at the intimate Old Warden airfield has become a favourite moment, or perhaps, a guilty pleasure when the collection boasts such an evocative range of types.  

In 2021, the Chipmunk was announced as the focus of another British marque and was minimalised by Airfix into a 1/48 scale model kit, which is due out later this year. The aircraft, which has long been sought after by scale modeller and pilot alike, will be immortalised in plastic by the Kent-based brand – something I am certain will be immensely popular when it hits shelves later in this 75th year for the Chipmunk.  

For an aircraft born out of the shadow of war, evolved to fit a variety of roles over a ununified Germany during the cold war, to being ‘Americanised’ and muscled up to compete in air races and perform high-energy aerobatics over the sandy deserts of Reno, the de Havilland Chipmunk was, is, and continues to be a benchmark training aircraft, continuing to train budding pilots - being the first steps to bigger 'taildraggers', continuing to feel like the ultimate Spitfire simulator, continuing to make those who fly and love them smile at every opportunity – something which to this author has become evidently clear from speaking to its pilots. In its 75th year, it does what it does best in a new, modern world, with newer technology allowing enthusiasts to share stories and maintain the global appeal of the aircraft, but at its core does what it was designed to do all those years ago. The stories I have read and seen, numerous accounts from ex-cadets, flying school graduates and casual pilots, with a fondness that is akin to that which people talk with when speaking of another great aviation icon, that of Concorde – fitting, perhaps then, that both were, in part at least, designed by the same man - Wsiewołod Jakimiuk.

 Thank you for reading. 

Words by Matt Silvaire.

Photos by Matt Silvaire, Chris Gurney, Martin Stitchener, Kevin Mape, Vintage Pair. 

With special thanks to Carol de Solla, David Petters, Jon Higgins, Harry Stenger, de Havilland Chipmunk Appreciation Society, Royal Air Force Museum, National Air and Space Museum, The Shuttleworth Collection.