The de Havilland DH.104 Dove, also known as the Devon, was the first transport aircraft the Indian Air Force acquired post-independence. 22 aircraft served across six units from 1948 to 1987. This compact, versatile bird, adorned in IAF colours, has an intriguing 39-year history.
Originally, the Dove was a short-haul aircraft used by both airlines and the military. It stands out as one of Britain’s most successful post-war civil designs, with over 500 aircraft produced between 1946 and 1967. In the late 1940s, the Royal Air Force, Royal Indian Air Force, and Royal Netherlands Air Force all purchased the modified “C Mk 1” variant.
This aircraft boasted two significant innovations. It was the first British transport with a tricycle undercarriage, enhancing stability and handling. Additionally, it featured a braking propeller, a novel technology at the time. Powered by two Gipsy piston engines, each offering 330 to 400 horsepower, the Dove could seat up to 11 passengers. It had a maximum speed of 317 km/h, could reach altitudes of up to 20,000 feet, and had a range of 1,600 km when fully loaded.
Indian commercial airlines also added a few De Havilland Devons to their fleets. However, the delivery of India’s first Devon ended in tragedy, as the aircraft was lost en route. Notably, the livery on its nose displayed a map of undivided India.
In the following years, the Indian Air Force expanded its Devon fleet. In March 1952, the IAF acquired VT-CTG from the Government of Madras. Another, VT-COV, previously owned by Airways (India) Ltd, joined later as IW-1658 in the IAF.
The IAF’s initial batch of Devons comprised four aircraft, with serial numbers HW201 to HW204. The IAF assigned serial numbers ranging from H’X’-201 to H’X’-997 for transport types, ‘X’ varying with different aircraft models. The very first Devon in the IAF was assigned to the AirHQ Communication Squadron in March 1948.
The Indian Air Force initially acquired four De Havilland Devons, bearing the serial numbers HW201 to HW204. The IAF used a specific serial numbering system for transport aircraft, designating them as H’X’-201 to H’X’-997, where ‘X’ varied with each aircraft type. The first Devon joined the AirHQ Communication Squadron in March 1948.
The primary role of the Devon was for “Liaison and Communication” duties, specifically to transport VIPs. Until October 1947, Dakotas from an RAF unit based at Palam, named the AirHQ (India) Communication Squadron, carried out these tasks. This unit was both manned and equipped by the RAF.
However, in November 1947, with the RAF unit’s departure, the newly established AirHQ Communication Squadron of the IAF took over this role. Initially, this unit received ageing Airspeed Oxfords from the IAF’s sole transport squadron at the time, the 12 Squadron. Notably, the 12 Squadron was engaged in flying Dakotas during the Kashmir War.
The Devon, replacing the Oxfords, proved to be an ideal fit for the Indian Air Force. Originating from the UK, it was smaller than a Dakota and had just enough seating for its primary VIP transport role. Importantly, its operational costs were much lower, a crucial factor for a financially cautious, newly independent country.
The Devon’s early service, especially in VIP transport, was not without challenges. On March 29, 1949, Flight Lieutenant KG Bhimrao, piloting a Devon with Sardar Vallabhai Patel, his daughter, and the Maharaja of Patiala onboard, was forced to land near Shahpura, about 65 km north of Jaipur. Fortunately, there were no injuries.
For his exceptional handling of the situation, Flt Lt Bhimrao received a rare commendation from the Constituent Assembly—an honor not repeated since. A qualified instructor from the UK, he skillfully force-landed the aircraft on a public road following the sequential loss of both engines. Sadly, the aircraft was declared a write-off.
By 1950, the Indian Air Force had acquired around 20 De Havilland Devons. The AirHQ Communication Squadron operated two Devons and four Dakotas until 1955. Beyond VIP transport, Devons became essential for communication flights across IAF commands and also served with 102 Flight and 106 Squadron for reconnaissance duties.
However, the Devon continued to face challenging incidents. On January 8, 1951, Flying Officer FD Irani was piloting HW-520 with passengers Lt Gen DR Thapar and Himmatsinghji, the Deputy Defense Minister. Near Jaipur, a dramatic incident unfolded as the aircraft’s engines detached, leading to a crash-landing against a building. Miraculously, everyone emerged unharmed.
Another close call occurred on February 3, 1952. Devon HW-516, carrying Gen Thimayya, Lt. Gen Shrinagesh, Maj Gen SPP Thorat, and two Brigadiers, was forced to crash land near Lucknow. During the flight, the port engine caught fire and separated from the aircraft. Despite the fading light, Flt Lt Suhas Biwas expertly maneuvered the Devon to a safe landing, and all passengers walked away without injuries.
Flight Lieutenant Biswas received the distinction of being the first IAF officer awarded the Ashoka Chakra. In a unique gesture, Air Marshal Subroto Mukerjee salvaged the passenger chairs from the wrecked Devon. He then presented them to the crash survivors, each accompanied by a brass plate detailing the crash’s circumstances.
The series of accidents, especially involving high-ranking officials, prompted the government to implement risk mitigation measures. A key rule was established: senior officers were no longer allowed to travel together in the same aircraft. These safety protocols would remain in place for decades.
On September 12, 1957, the Devon experienced its first and only fatal crash. Squadron Leader Biswas, the same officer who had previously been awarded the Ashoka Chakra, tragically collided with a hill in the Nilgiris during a night flight. He, along with Flight Lieutenant WA Serrao and Flying Officer Gurdial Singh, perished in the accident.
The Devon’s accident record led to a candid assessment: “The Devon was a great aircraft, albeit slightly underpowered with both engines. On one engine, it was terrible. The Gipsy Moth engine, a WWI relic, was pushed to 400hp. Hence, engine failures were astonishingly frequent.”
Despite these high-profile incidents, IAF pilots held the Devon in high regard. In the 1950s and 60s, when fighter jet opportunities were scarce, non-transport pilots often flew the Devon. This helped them fulfill their “flying bounty” requirements. The Devon continued to expand its presence in India and beyond.
In 1953, Devon HW-519 was sent to France and then the UK for communication duties, returning in 1963. By 1965, the Indian Navy acquired two aircraft from the IAF, designated as IN-124 and IN-125 in INAS-550. Eventually phased out, one Devon remains in excellent external condition at the Naval Aviation Museum.
Devon HW-201, after a decade and a half of neglect at HAL airport, was eventually salvaged for display at the HAL Museum. This particular aircraft had been sent to HAL for an overhaul in the eighties and now serves as a historical exhibit.
HW-203 distinguished itself as the IAF’s longest-operating Devon. It joined the fleet in March 1948 and encountered an accident in January 1982 with the Training Command Communication Flight at Yelahanka, due to a port engine failure. The remains of this aircraft were visible for many years.
Several decommissioned Devons, including HW-203, were stored at the Air Force Storage Unit at Sulur, now designated 5 BRD. One such relic was later transported to the Air Force Museum in Palam. Hindustan Aeronautics Limited played a role throughout the Devon’s 40-year tenure in the IAF, handling its maintenance and overhauls.
Understanding the Devon requires a consideration of its time and intended use. Despite its post-war shortcomings, the Devon was instrumental in shaping the early transport capabilities of the IAF, successfully adapting to a variety of roles.
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