DH 53 Humming Bird (oz3436)

About this Plan

DeHavilland D.H.53 Humming Bird. Free flight powered scale model for 0.8cc engines. PAW 80 used on the original.

Quote: "DH 53 Humming Bird. All the way from down-under comes Jim Fullarton's 1/8th scale ultralight for 0.8cc motors.

THE DH 53 WAS ONE of the more successful ultra-lights designed to take part in the 1923 Daily Mail Trials at Lympne. Of unmistakeable de Havilland appearance the DH 53 boasted none of the freakish characteristics exhibited by many of the other competitors at the Trials but was a sensibly-arranged and robust machine, although, interestingly to aeromodellers' eyes, the fuselage verticals and spacers were not fixed directly to the longerons; the ply covering serving to tie together the structure. At certain points steel tubing cross-struts were employed; but the majority of the structure was wood, in accorance with contemporary de Havilland practice.

Two prototypes were built for the Trials, both equipped with 750cc Douglas motorcycle engines - a powerplant which was to cause problems at Lympne. Despite this the DH-53s performed most impressively and although no prizes were won they were clearly the best all-rounders. Once he had been eliminated Capt. Broad in the first prototype performed a fine seq uence of aerobatics for the crowd's benefit. Not long after the trials the first machine, which had by now received the registration G-EBHX, was re-engined with an inverted Blackburne Tomtit V-twin and with other modifications this machine was flown with distinction during the following year. The DH 53's reliability and general competence resulted in an order from the RAF for eight machines, six of which made a noteworthy appearance at the 1925 RAF Pageant.

Despite a lack of orders from the civil market the RAF craft appeared under private ownership after disposal from that service, and thus appeared at airfields up and down the country for a while longer. Particularly notable was the silver and green G-EBXN which, re-engined with a Bristol Cherub, survived until 1940. The careers of the civil machines have been documented in various publications (notably the Putnam book 'de Havilland Aircraft since 1909' and Richard Riding's 'Ultralights', both of which - coincidentally - are soon to be reviewed in this magazine). Five DH 53s were built for overseas including three for Australia, about which we will learn more presently; but the type's main claim to fame is that it pointed the way to the more substantial Moth as a desirable 'club' machine.

What of the prototypes? The second, originally named Sylvia II and subsequently registered G-EBHZ was sold engineless to a group of RAF officers who entitled themselves the Seven Acre Club, fitted an ABC Scorpion and flew 'HZ - not entirely without incident - at a number of race meetings.

Its ultimate fate is not certain but it seems it was sold after a final appearance in September 1926. The first DH 53 passed into active private ownership but eventually languished in a Kent hack garden until rediscovery - and subsequent rebuilding by the de Havilland Technical School. An ABC Scorpion was fitted, several modifications made, and after trials this famous little machine was handed over to the Shuttleworth Collection where it still lives happily, although its flying career has been crippled by engine unreliability which has meant more rebuilding and subsequent display solely as a static exhibit.

The DH 53 in Australia: From down-under, Jim Fullarton continues: Three aircraft of this type were imported into this country, where they had long, if somewhat chequered lives VH-UAC and UAD, fitted with Blackburne engines were imported by the Dept of Civil Aviation in 1924 for use by their officers, one of whom attended the lightplane trials in that year, though not as a competitor as the aircraft had been made in this country. Both were sold to the Aero Club of NSW in 1930, who refitted them with Bristol Cherub engines (the fuselage being cut back to accommodate this motor) and thereby started a tale of woe for future owners. The Cherubs were heavier than the Blackburnes, and to keep below the design weight limit, the Department - never noted for flexibility in such matters - put a limit of two gallons on the quantity fuel that could be carried!

The club sold 'UAC to a Mr Goodson in Queensland, who seemed to do quite well with it, amassing 100 hours flying time before selling it to Mr Caldwell, of Sydney. It was at this period that I made my only sighting of a '53 in full flight, when Mr Caldwell flew over Coogee beach advertising a popular brand of wine. After a couple of forced landings, it was sold to someone in Samoa and its subsequent fate is unknown.

'UAD was sold in 1932 to Mr Vern Cerche of Melbourne who is best known as the man who taught the late Reg Ansett to fly, thus helping to inaugurate Ansett ANA which to-day operates as Australia's major private domestic airline. Mr Cerche operated it for some years - being only a lightweight himself, perhaps he could..."

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