The DH.60 arrived at the right spot at the right time.
Next to the Moth's maiden flight, 1925 also marked the birth of the first five Royal Aero Club flying schools and clubs and with its simplicity and performance, the Moth was the aircraft of choice to equip the clubs.
De Havilland then used this income to concentrate on developing the Moth further into a mass-produced, mass-market aircraft.
The Moth made the aero clubs at least just as much as the aero clubs made the Moth.
The Moth remained the mainstay of the clubs even long after more modern aircraft became available.

With de Havilland's habit of painting the wings and tailplane of the Moth in silver also came the clubs' habit of distinguishing their aircraft by painting their fuselage in one distinctive club colour.
Aircraft of the London Aero Club had a yellow fuselage (plus yellow struts and wheel caps); those of Newcastle a red one.
Green stood for the Midlands and blue for Lancashire.
Registration letters were black on the wings and, depending on the club colour, either black or white on the fuselage.

As the Royal Aero Club marketed the idea of flying clubs to other members of the Commonwealth, the de Havilland Aircraft Company followed suit and soon established subsidiaries in Australia and Canada to stock the local flying clubs there with Gipsy Moths.
Canadian Moths were offered with a detachable canopy for winter flying.
Other factories to licence-build the Gipsy Moth were the Larkin Aircraft Supply Company in Australia (which built 32 for the RAAF).
Although built for flying clubs rather than for individual air cruising, the Australian Moths were the DH.60 L "Luxury" version and were delivered with their fuselages sporting the L's characteristic two-tone colour scheme rather than the fuselage entirely painted in the club colour as was customary in British flying clubs.
Other manufacturers were Morane-Saulnier in France (40 built) and a company called Moth Aircraft Co. in the U.S. (18 built).
The DH.60 arrived at the right spot at the right time. Next to the Moth's maiden flight, 1925 also marked the birth of the first five Royal Aero Club flying schools and clubs and with its simplicity and performance, the Moth was the aircraft of choice to equip the clubs. De Havilland then used this income to concentrate on developing the Moth further into a mass-produced, mass-market aircraft. The Moth made the aero clubs at least just as much as the aero clubs made the Moth. The Moth remained the mainstay of the clubs even long after more modern aircraft became available.
With de Havilland's habit of painting the wings and tailplane of the Moth in silver also came the clubs' habit of distinguishing their aircraft by painting their fuselage in one distinctive club colour. Aircraft of the London Aero Club had a yellow fuselage (plus yellow struts and wheel caps); those of Newcastle a red one. Green stood for the Midlands and blue for Lancashire. Registration letters were black on the wings and, depending on the club colour, either black or white on the fuselage.
As the Royal Aero Club marketed the idea of flying clubs to other members of the Commonwealth, the de Havilland Aircraft Company followed suit and soon established subsidiaries in Australia and Canada to stock the local flying clubs there with Gipsy Moths. Canadian Moths were offered with a detachable canopy for winter flying. Other factories to licence-build the Gipsy Moth were the Larkin Aircraft Supply Company in Australia (which built 32 for the RAAF). Although built for flying clubs rather than for individual air cruising, the Australian Moths were the DH.60 L "Luxury" version and were delivered with their fuselages sporting the L's characteristic two-tone colour scheme rather than the fuselage entirely painted in the club colour as was customary in British flying clubs. Other manufacturers were Morane-Saulnier in France (40 built) and a company called Moth Aircraft Co. in the U.S. (18 built).
De Havilland DH.60 Moth