Birthplace of British Aviation
Thread Starter
Join Date: Jan 2003
Location: SX in SX in UK
Posts: 1,082
Likes: 0
Received 0 Likes
on
0 Posts
Birthplace of British Aviation
Coming back from Le Touquet last saturday afternoon, we routed just to the south of Eastchurch on the Isle of Sheppey and I pointed the airstrip out to my colleague.
I've just been surfing looking at Bleriot's flight across the Channel and discovered that there is a Bleriot Monument at Dover.
Typing 'Bleriot Monument' in google came up with this site:-
The beginning?
This was a bit of a surprise, as if you'd asked me where aviation began in the UK, I would have said, 'Farnborough, with Cody'
I've just been surfing looking at Bleriot's flight across the Channel and discovered that there is a Bleriot Monument at Dover.
Typing 'Bleriot Monument' in google came up with this site:-
The beginning?
This was a bit of a surprise, as if you'd asked me where aviation began in the UK, I would have said, 'Farnborough, with Cody'
Join Date: Jun 2003
Location: Hendon
Posts: 260
Likes: 0
Received 0 Likes
on
0 Posts
I would have said Hendon.
But that would be innacurate and besides, I have a certain prejudice
You really need to define aviation; do you mean powered heavier than air flight or ballooning etc.?
But that would be innacurate and besides, I have a certain prejudice
You really need to define aviation; do you mean powered heavier than air flight or ballooning etc.?
Join Date: May 2001
Location: up North
Posts: 661
Likes: 0
Received 0 Likes
on
0 Posts
Farnborough 1904
Brooklands 1907
Fambridge 1908
Barking Creek 1909
Eastchurch 1909
Leysdown 1909
Blackpool 1909
Acton, Beaulieu and Hendon 1910
I'm not going to stick my neck out and say those dates are definitive but they are the earliest I can find. One problem is that sites like Farnborough and Larkhill (1911) gradually changed from balloon to fixed wing and it is difficult to quote an acccurate date for fixed wing ops when the site is already well established.
Again, does "aviation began" specifically mean fixed wing? If not then ballooning goes back to 1784 (first UK flight) and by 1880 Aldershot was a known "factory" and testing centre. By 1884 a military balloon was used in overseas operations.
If we dismiss balloons what about airships?
In the end the question becomes so definitive that we end up with a string of dates, all equally valid for their specific application..
jb
Brooklands 1907
Fambridge 1908
Barking Creek 1909
Eastchurch 1909
Leysdown 1909
Blackpool 1909
Acton, Beaulieu and Hendon 1910
I'm not going to stick my neck out and say those dates are definitive but they are the earliest I can find. One problem is that sites like Farnborough and Larkhill (1911) gradually changed from balloon to fixed wing and it is difficult to quote an acccurate date for fixed wing ops when the site is already well established.
Again, does "aviation began" specifically mean fixed wing? If not then ballooning goes back to 1784 (first UK flight) and by 1880 Aldershot was a known "factory" and testing centre. By 1884 a military balloon was used in overseas operations.
If we dismiss balloons what about airships?
In the end the question becomes so definitive that we end up with a string of dates, all equally valid for their specific application..
jb
Join Date: Jun 2003
Location: Hendon
Posts: 260
Likes: 0
Received 0 Likes
on
0 Posts
Heavier than air flight didn't begin at Hendon until Everett & Edgcombe in 1909 - I would be inclined to say that Farnborough comfortably predates Hendon in the balloon stakes too.
Just out of interest, when did aviation begin at Cranwell? I would love to live on a street named lighter-than-air-road!
Just out of interest, when did aviation begin at Cranwell? I would love to live on a street named lighter-than-air-road!
Chieftan o'the Pudden Race
Join Date: Nov 1997
Location: Scotland usually, and often other parts of Europe
Age: 55
Posts: 826
Likes: 0
Received 0 Likes
on
0 Posts
Some might say that Errol in Scotland is the Birthplace of British aviation....
Preston Watson was born in 1880 and at an early age declared that one day men would fly like birds. Preston and, his brother, James, were the sons of a Dundee merchant, and though Preston later became a fine athlete he never lost his interest in flight. Drawing on his observations on the flight of birds, he argued that a gliding bird turns in the air by dipping one wing by means of its muscles and allowing the opposite wing to lift.
All Preston's machines embodied this basic idea. A rigid monoplane was fitted with a second, smaller upper plane - sometimes called a "parasol plane" - which could be tilted or rocked independently to either side by the pilot and so cause the machine to bank to right or left. This structurally sound method of control was much simpler than that of the Wrights, who twisted, or warped, the wings on their plane, and later it earned for Watson a French award for improved stability in an aircraft. With his method, he was able to dispense with a movable rudder to correct side-slip. The tail of the plane was fashioned like a box kite, and this also helped to support the machine in the air.
Preston Watson began his experiments by building a full scale glider on the lines described above, and he attempted to fly it, first near Dundee, and later on the lonely banks of the river Tay near Errol, now appropriately enough the site of an R.A.F. aerodrome.
A very interesting point was that since he was attempting gliding flight from level ground, Watson had to provide some form of assisted take-off, and his device must have been the first to be used for this purpose. His glider sat in a wooden cradle or on skids, which could slide freely on planks lubricated with lard or graphite. A rope hooked under the glider led forward to a pulley, then back under the plane, round another pulley and finally up and over the branch of a tall tree. On the end of this rope hung two 56 lb. weights and an anvil borrowed from a nearby smithy.
On releasing a catch under his seat the pilot caused the weights to fall, and so propelled his machine for a short distance into the air. There are those still living who remember the crash of the falling weights as Preston Watson made his first hops around the year 1903!
Watson's next difficulty was that which confronted every would-be aeroplane builder of the day - to obtain an engine light enough yet powerful enough to drive his plane. And here lies the mystery of the date on which it can be said with certainty that Preston Watson first flew. The Wrights, it will be recalled, found it necessary to design and build their own motor to achieve this end. The photograph of their first flight still exists.
Now here is what is known of Preston Watson's efforts to apply power to his glider. We know that in 1906 he bought a 10-14 h.p. Duthill-Chalmers air cooled petrol engine from Santos Dumont, the French pioneer of the dirigible balloon. But did he achieve true flight before that date? Among those who believe that he did is Mr. Kerr B. Sturrock of Dundee, who vividly recalls making well over a dozen wooden propellers for Mr. Watson. These were all made before Mr. Sturrock married, that is before September, 1905.
Mr. Sturrock believes that the propellers were fitted to a small de Dion motor, and that later two such motors were coupled together on the plane. The first propellers were of oak or yellow pine. They were soon fractured, and then Mr. Sturrock tried shaping them from laminated sheets of 5/8in. Australian walnut, each sheet being laid with its grain at a different angle from that of the one before it. This was so successful that it remained the method of choice for propellers generally until wood was replaced by the special alloys that became available during the first world war.
Mr. Sturrock's information does not tell us exactly when Mr. Watson first flew, even for so short a time as the Wrights in their early flights. But there is also evidence from agricultural workers who are still living [in 1957] that they heard and saw Mr. Watson's first plane making short flights over the fields near Errol in the years 1903-4. These were obtained with the aid of a single tractor type propeller and the catapult take-off I have already described. If this evidence can be relied upon in regard to dates, it is clear that Watson had flown about the time of the Wright's first powered flight, if not before.
Encouraged by the success of his early experiments, and by the news from France and America that others, too, were at last beginning to lift their machines into the air, Mr. Watson built two further planes, similar to his original design but with improvements. His second had a wheeled undercarriage and was powered with a three-cylinder 30 h.p. Humber engine. In his third plane a 60/70 h.p. Anzani engine was used. These planes were often seen in flight in the years immediately before the first world war. When this broke out Watson, now 34 years of age, volunteered for service with the newly formed Royal Naval Air Service, and it was said of him by his instructor that he never had a better pupil. Barely two months after obtaining his commission he lost his life when the service plane that he was piloting exploded in mid-air.
That Watson deserves to be recognised as a pioneer is certain, and whatever may have been the exact date of his first flight, he was the first "Flying Scot."
All Preston's machines embodied this basic idea. A rigid monoplane was fitted with a second, smaller upper plane - sometimes called a "parasol plane" - which could be tilted or rocked independently to either side by the pilot and so cause the machine to bank to right or left. This structurally sound method of control was much simpler than that of the Wrights, who twisted, or warped, the wings on their plane, and later it earned for Watson a French award for improved stability in an aircraft. With his method, he was able to dispense with a movable rudder to correct side-slip. The tail of the plane was fashioned like a box kite, and this also helped to support the machine in the air.
Preston Watson began his experiments by building a full scale glider on the lines described above, and he attempted to fly it, first near Dundee, and later on the lonely banks of the river Tay near Errol, now appropriately enough the site of an R.A.F. aerodrome.
A very interesting point was that since he was attempting gliding flight from level ground, Watson had to provide some form of assisted take-off, and his device must have been the first to be used for this purpose. His glider sat in a wooden cradle or on skids, which could slide freely on planks lubricated with lard or graphite. A rope hooked under the glider led forward to a pulley, then back under the plane, round another pulley and finally up and over the branch of a tall tree. On the end of this rope hung two 56 lb. weights and an anvil borrowed from a nearby smithy.
On releasing a catch under his seat the pilot caused the weights to fall, and so propelled his machine for a short distance into the air. There are those still living who remember the crash of the falling weights as Preston Watson made his first hops around the year 1903!
Watson's next difficulty was that which confronted every would-be aeroplane builder of the day - to obtain an engine light enough yet powerful enough to drive his plane. And here lies the mystery of the date on which it can be said with certainty that Preston Watson first flew. The Wrights, it will be recalled, found it necessary to design and build their own motor to achieve this end. The photograph of their first flight still exists.
Now here is what is known of Preston Watson's efforts to apply power to his glider. We know that in 1906 he bought a 10-14 h.p. Duthill-Chalmers air cooled petrol engine from Santos Dumont, the French pioneer of the dirigible balloon. But did he achieve true flight before that date? Among those who believe that he did is Mr. Kerr B. Sturrock of Dundee, who vividly recalls making well over a dozen wooden propellers for Mr. Watson. These were all made before Mr. Sturrock married, that is before September, 1905.
Mr. Sturrock believes that the propellers were fitted to a small de Dion motor, and that later two such motors were coupled together on the plane. The first propellers were of oak or yellow pine. They were soon fractured, and then Mr. Sturrock tried shaping them from laminated sheets of 5/8in. Australian walnut, each sheet being laid with its grain at a different angle from that of the one before it. This was so successful that it remained the method of choice for propellers generally until wood was replaced by the special alloys that became available during the first world war.
Mr. Sturrock's information does not tell us exactly when Mr. Watson first flew, even for so short a time as the Wrights in their early flights. But there is also evidence from agricultural workers who are still living [in 1957] that they heard and saw Mr. Watson's first plane making short flights over the fields near Errol in the years 1903-4. These were obtained with the aid of a single tractor type propeller and the catapult take-off I have already described. If this evidence can be relied upon in regard to dates, it is clear that Watson had flown about the time of the Wright's first powered flight, if not before.
Encouraged by the success of his early experiments, and by the news from France and America that others, too, were at last beginning to lift their machines into the air, Mr. Watson built two further planes, similar to his original design but with improvements. His second had a wheeled undercarriage and was powered with a three-cylinder 30 h.p. Humber engine. In his third plane a 60/70 h.p. Anzani engine was used. These planes were often seen in flight in the years immediately before the first world war. When this broke out Watson, now 34 years of age, volunteered for service with the newly formed Royal Naval Air Service, and it was said of him by his instructor that he never had a better pupil. Barely two months after obtaining his commission he lost his life when the service plane that he was piloting exploded in mid-air.
That Watson deserves to be recognised as a pioneer is certain, and whatever may have been the exact date of his first flight, he was the first "Flying Scot."
