photo: 1933, aged 24

In November 1931 he was pilot of 'Horsa', the first H.P. 42, on a leisurely trip to Heliopolis via Paris, Lyons, Marseilles, Pisa, Rome, Naples, Catania, Malta, Tripoli, Sirte and Marsah Mutra. "Ample time will be spent at each stopping place". The flight took seven days.

Awarded Master Pilot's Certificate in 1934

September 1934: "Captain Alcock is a younger brother of the late Sir John Alcock, who made the first Atlantic flight in 1919. After a period of service in the Royal Air Force, Capt. Alcock joined Imperial Airways in 1929, and has now flown a distance of more than 750,000 miles"

Promoted to Senior Master in October 1938

d. 1974 in Surrey

b. 12 May 1901, Kidderminster

Imperial Airways pilot from 1928

based Cairo

 Cyril Geoffrey Marmaduke Alington

  photo: 1933, aged 19

photo: 1936, aged 22

b. 19th August 1914 in Richmond, London, the youngest of four brothers.

Their father was Lt-Col Arthur Cyril Marmaduke Alington, and their mother was herself a pilot and had made parachute descents; they could trace the family back to William the Conqueror.

[The eldest brother, William James Marmaduke Alington (known as 'Marmie') was chief instructor at the Yapton Flying Club in 1937, and taught Lettice Curtis to fly.]

In 1933, a public schoolboy in Hythe, Kent; by 1936 a student at the de Havilland Technical School.

Competed in the Schlesinger Air Race in 1936, and came 12th (out of 15) in a Dart Kitten in the Devon Air Race in 1937:

"Mr CGM Alington, an entry in today's Devon Air Race, being greeted by Flt-Lt W E Knowlden on arrival last evening at Plymouth Airport" - Western Morning News, 24 July 1937

He joined the Air Transport Auxiliary in 1939 - see https://www.ata-ferry-pilots.org/index.php/category-blog-1939/77-alington-cyril

d. 1987

  Paymaster Lt Rupert Hildebrand Alington 

Cyril's elder brother, b. Hythe, Kent 16 March 1911.

Killed in WWII: 10 September 1943, a Lt-Cmdr aboard the minelayer HMS Abdiel, which was mined at Taranto.

 Helen Naomi Allen

  RAeC

 1934

 with Cobham's Flying Circus

...my mother-in-law was 96, so her memory may not have been what it was. 

I mentioned I was going to the ATA Museum. She said "I met a ferry pilot a few times, she was Mrs Allen, and she flew planes across the Atlantic".

"Oh yes", I thought "No ATA women ferry pilots actually did that, but anyway..."

"Really" I said.

"Yes, she came to visit her mother-in-law who was our neighbour, Kitty Allen. This was when my sister worked at Bletchley Park."

"Right", I said, thinking "OK, there were 2 Mrs Allens in the ATA..."

"Yes, it was terrible how her husband died. It was after an operation. Apparently it was quite a straightforward operation, he woke up, said 'Hello Darling' and then promptly had a heart attack and died".

"OK", I thought, Helen Naomi Heron-Maxwell's first husband Mr Allen died in... let me see... January 1939, after they were married in ... March 1938..."

"Maybe Helen or Naomi Heron-Maxwell?", I said.

"That name sounds familiar. Her family were very upper-crust, you know. Very well-connected. And another thing, who was it lived at Sissinghurst?" (Which I think signified the end of that part of the conversation).

So, I searched the Times Archive. Good grief, in 1939, 

"ALLEN. On January 23rd 1939, in Austria, following an operation, FRANCIS CECIL HOWARD, adored husband of Naomi (nee Heron-Maxwell) and son of Mrs WHR Allen of Periwinkle, Long Acre Lane, Sisley, Sussex, aged 34"

And moreover, I discovered that Naomi moved to Los Angeles in 1948, married again, divorced and then moved into Leisure World in Laguna Hills, California, dying there in 1983.

Which is exactly when we lived in Mission Viejo, California - a few miles from her. If only I'd known!

(Mind you, Owen Cathcart Jones only lived a few miles in the other direction - if only I'd known, again!)

So there you go. (Nearly) a brush, or two, with dramatis personae... 

Air Transport Auxiliary in WWII

 b. 1898

Gloucestershire Regiment from 1914-1916 and then 23 Sqn, R.F.C; transferred to unemployed list, Oct 1920, and to "Boys' Wing, Cranwell" in May 1925.

Chief instructor and aerodrome manager at the Liverpool Aero Club from 1928-1930, and a member of the Guild of Air Pilots and Navigators.

From 1930, private pilot to the Duchess of Bedford; killed, aged 35, on 5 Dec 1933 when he narrowly avoided HT cables, lost control and crashed her new GAL Monospar ST.4 G-ACKT near Thrupps Farm, Lidlington, Beds. It was his first accident.

 Geoffrey Hill Ambler CB CBE AFC LLD DL

b 23 Jun 1904, a 'worsted spinner' from Yorkshire

Inventor of the Ambler Superdraft System of Spinning, which (you'll have to trust me on this) accelerated production of worsted yarn, and a serious oarsman in his youth: Henley Royal Regatta crew member (Shrewsbury School) in 1922, and then in the 'B' crew for Cambridge (Clare College).

Geoffrey is 4th from left, shown here during practice for the 1922 University Boat Race

but he didn't quite make the final team in 1922 or 1923, briefly had to stand down in March 1924 as he "showed signs of developing a boil", but came back and helped Cambridge win a surprise victory in the 1924 Race. Oxford "completely went to pieces and were beaten very badly indeed".

He was then elected Hon. Sec. of the Cambridge University Boat Club, and rowed in two more Cambridge victories: the 1925 race (when Oxford capsized), and 1926 (when Jumbo Edwards, in the Oxford boat, stopped rowing because 'he hadn't trained properly' - The Times reckoned he was a stone overweight), later becoming President of the Club. [In 1926, both Jumbo (HRA) and ECT Edwards were in the Oxford crew].

Joined the RAFVR in 1931 (608 North Riding(Bomber) Sqn); Sqn Ldr from 1934, until Geoffrey Shaw took over on 30 October 1938. Wing Commander from January 1940.

Married Phoebe Gaunt in June 1940; they had 3 daughters.

Air Commodore until 1943, when he became Deputy Senior Air Staff Officer at HQ Fighter Command.

Retired as Air Vice Marshall and rejoined Fred Ambler Ltd, eventually becoming Chairman. Joined Martin's Bank as regional director in 1951, then Grout & Co in 1959.

d. 26 Aug 1978

 Miss Elizabeth Ann Roche Anderson

Royal Aero Club Certificate 8735 (26 Jun 1929)

The Sketch - 1929

b. Dullatur Scotland, 18 Aug 1908

A Masseuse

 1930

b 28 Jul 1907, Swansea, Glamorgan

RAF 1925-1930

He entered for the 1929 King's Cup Race, but withdrew before the start 

Chief Test Pilot for Spartan Aircraft Co Ltd, Woolston, Southampton, 1 Feb 1930 to 8 Sep 1931

He made two entries for the 1930 King's Cup Race, in Bluebird G-AATS and Spartan G-AAGO, and eventually flew in the latter but was unplaced.

He then entered Spartan Arrow, G-AAWZ in the Europa Rundflug 3-week Air Race, 16 Jul-8 Aug 1930

Test Pilot for Fairey Aviation Co, Hamble, Nov 1931 to Dec 1933

RAF in WWII, then Sales Manager for Cunliffe-Owen Aircraft Ltd, 1946-52

Research: thanks to Steve Brew

 b. 12 Aug 1893

Service Number: A15088/39 RFC and RAF in WWI

1919 - "Miss Dorothy Gent, formerly a cashier in a Chester cafe, was awarded £300 damages at Chester Assizes in an action for breach of promise brought by her against Burton Ankers, a captain in the Royal Air Force."

 He broke off the engagement with Ms Gent in July 1918, and married Dorothy M [Horwood] in October.

1938 - "The Air Ministry announces that the King has approved of the undermentioned rewards for gallant and distinguished services rendered in connection with the operations in Waziristan during the period 16 September to 15 December, 1937: Distinguished Service Order.—Wing- Commander Burton Ankers."

d. 9 Aug 1939 in Bristol Blenheim L1546 that was lost at Kutumba, India:

"TWO SAVED BY PARACHUTE

Wing Commander Killed

Wing-Commander Burton Ankers and two other men of No. 39 Squadrdn, R.A.F., were killed in a crash at Kotumba, India. Corporal Robert Samuel Gilbert and Aircraftman Arthur Reginald Harris were the other victims. Wing-Commander Ankers was the pilot. Two other occupants, Aircraftman Richard Wallace Bloss, and Mr R. C. R. Tapper, escaped by parachute. "

  Jack', chief test pilot for for Blackburn, later a Wing Commander. Susan Slade's cousin.

b. Gateshead-on-Tyne 4 Feb 1897

RFC in WWI; pilot for Airco 1919-20

Imperial Airways pilot from 1924

Awarded Master Pilot's Certificate in 1935 

 Flt Lt George Reginald Ashton

  photo: 1913, when Leading Seaman Ashton, aged 25

  photo: 1929

 b. 14 April 1888, in Ryde, I.O.W. Began his career as a boy in the Royal Navy at the age of 15, and was transferred to the RAF via the naval wing of the RFC.

Promoted to Flt Lt and posted to Iraq in 1924; in May 1928, posted to No. 1 School of Technical Training (Apprentices), Halton (hence his flying the H.A.C. II 'Minus' which, due to its tiny engine, got the most generous handicap of all the entrants in 1929)

Got repeatedly transferred from place to place in the RAF (Armament and Gunnery School, Eastchurch in 1931; School of Photography in 1932; School of Naval Cooperation, Lee-on-Solent in 1934; 149 Sqn, Mildenhall in 1937).

Sqn Ldr from April 1937, 2CFS at Brize Norton in 1938; awarded AFC in 1939.

from Bournemouth.

Died in WWII: 20th June 1942, when a Squadron Leader (pilot) with 218 Sqn, RAFVR; buried in Bergen, Holland.

 Dirk "Dick" Lucas Asjes

 Born 21^st June 1911 in Surabaya

Died 2^nd February, 1997 in the Hague, aged 85

 Twin brother of Richard, so you don't need another photo. "Licences which he holds are (according to himself) motor (endorsed), gun, dog, and 'A'."

He and his brother became "a legend in the RAF".

d. 8 Jun 1952

http://www.rafweb.org/Biographies/AtcherleyD.htm

 F/O (later Flt-Lt) (Sir) Richard Llewellyn Roger Atcherley KBE, CB, AFC

  photo: 1929, aged 25

 Batchy', twin brother of David, b. 12 Jan 1904

1929 Schneider pilot and later Air Marshall in the RAF and Chief of Air Staff for the Pakistan Air Force. Put on a bit of weight later on, and ended up as Sales Director for Folland Aircraft.

Died 18 Apr 1970.

http://www.rafweb.org/Biographies/AtcherleyR.htm

  in Egypt after WWI

on duty with Imperial Airways in Southampton

with a tall dark and mysterious woman *

  in May 1938

b. Birmingham, 6 Mar 1899; joined the RFC in 1917, saw active sevice in Egypt and then became a training instructor at No 5 RAF Flying School in Sealand, Cheshire.

He joined Imperial Airways in November 1926.

September 1932: "The Prince of Wales will leave London this morning in the Imperial Airways liner Heracles for Copenhagen, where he is to open the British Exhibition. Two halts will be made en route—one at Amsterdam and the other at Hamburg. The complete journey is expected to take six and a half hours. Captain E. H. Attwood, of Imperial Airways, will be the pilot, and two R.A.F. flying boats from Calshot will escort the Prince on the first stage of his journey across the Channel from Dover. "

Chief Pilot, South African Division in 1932

He was killed in November 1938, when piloting Empire Flying Boat G-AETW 'Calpurnia' which hit bad weather, and crashed and sank in Lake Ramadi, 15 miles short of the Imperial Airways base at Habbaniyah. Four of the crew of six were killed; there were no passengers.

Calpurnia was carrying mail at the time. "Many mailbags burst in the crash, and hundreds of letters are floating on the surface of the shallow lake in which the flying boat lies submerged." The letters were scooped up where possible, marked "Received in Damaged Condition ex Flying Boat Calpurnia" and sent on:

Ernest's grandson (who also kindly sent me the photos) tells me that, although he never met his grandfather, "I knew his wife well, my grandmother, who was a nurse in The Great War and died in 1963. I was told that he did not consider himself to be in the 'real war' but that his brother, who was in the trenches, was the brave one!"

* Adrian Constable, British Airways Archivist, kindly tells me that "The lady was Minnie Mann. Minnie was one of Imperial Airways senior secretaries, and a more-than-keen photographer.  That photo was almost certainly taken with her camera, and is one of the few times she appeared in front of the lens rather than behind it.  She was apparently well liked by all the pilots, and managed to get in to situations with her camera that others would have found "against the rules".  I wish we had more of her pictures than we do!"

known as 'Don'

Represented RAF Andover in the Air League Challenge Cup in 1923

 Edna Baerlein

b. 5th October 1907 in King's Lynn, owned a 1930 Klemm L25 Ia, G-AAUP.

She was the second of five daughters of Sir Richard Ludwig Bagge and Anna Victoria Wilmsdorff Mansergh, lived in Gaywood Hall and married Captain George Cecil Pereira on 1 March 1934.

Accompanied Tommy Rose in the Schlesinger Race; described as 'a young South African pilot'.

That's it, so far; sorry.

One of the original 16 pilots of Imperial Airways in 1924

b. 9 Sep 1897 in London

Flight Sub-Lt in the RNAS in WWI, then with British Marine Air Navigation Co

Also held 2nd class navigators licence

 Represented RAF Duxford in the Air League Challenge Cup in 1923

Hon. Lady Mary Bailey

1930, aged 40

  The Hon. Mary Westenra, b. 1 December 1890 in London but brought up mainly in County Monaghan, Ireland.

Her family's home was Rossmore Castle, which was a grand affair built in the 1820s, with turrets, a vast drawing room and servants' quarters, not to mention about 20 cottages on the estate:

 www.monaghan.ie/museum

Here she is, with her brother Willie, and parents (Mittie and Derry) on a set of steps by the house, in 1913:

 Throttle Full Open

I visited County Monaghan in 2014 and asked in the local museum if they knew where the house was. 'Oh yes' they said, 'but it was demolished forty years ago'. It seems that it became severely infested with dry rot in the 1940s, was abandoned and, indeed, demolished in 1975.

Anyway, here's all that's left of it now:

Mary married South African mining magnate and white suprematist politician Sir Abe Bailey in September 1911 (so, she was 21, he was nearly 47; his first wife had died in 1902 and he already had two children). They then had five more children - 2 boys and 3 girls.

She learnt to fly at the London Aeroplane Club in 1926. She was the first woman to fly across the Irish Sea 'by the long route' from Chester to Dublin, the following August.

The following March (1928) she began a solo tour to Cape Town, via Malta and then Cairo. Here, her plane was locked away by order of the Governor-General of the Sudan to prevent her from continuing alone, so she contacted Dick Bentley (who had flown to the Cape a few weeks before) to escort her in his own aeroplane over the "dangerous area of the southern Sudan". She then crashed in Tanganyika, writing off her aeroplane (she said it was her fault), but Abe made arrangements for a replacement Moth to be delivered from Pretoria and she continued, despite having 'flu. Abe was there to meet her when she arrived at the end of April. 

The return journey was made via the western 'French' route - the Belgian Congo, Angola and the French Congo. She finally arrived back at Croydon on 16 January, 1929, 10 months after she left. It was "undoubtedly one of the finest performances ever put up by a woman pilot." 

Lady Bailey was "so modest, so vague and so charming", and was "surprised that anyone should make a fuss about her journey". 

A Director of National Flying Services in 1929, (with Frederick Guest, Colonel the Master of Sempill, Alan Cobham, etc); she was also awarded the Brittania Trophy by the Royal Aero Club, and then made a Dame of the British Empire in 1930 for "services to aviation".

At the Chateau d'Ardennes in 1930

She was a guest at Amelia Earhart's reception at the Royal Aero Club in May 1932.

In early 1933 she gave everyone a scare by disappearing for several days on another solo flight to Cape Town; thankfully, she had only got lost, run low on fuel and landed safely in the Sahara. [Bert Hinkler, who disappeared at about the same time, was killed in the Alps]. She then flew back to England and almost immediately went down with a bout of typhoid, but recovered in time to compete in the King's Cup later in the year.

After that, she concentrated on looking after their horses, giving and attending loads more balls and receptions, and marrying off their many children.

When Abe died in 1940, she settled near Cape Town (still keeping a house in Rutland) and died there 29th August 1960 aged 69.

Lady Mary's aeroplanes were:

a 1926 DH.60 Moth (G-EBPU),

a 1927 DH.60X Moth (G-EBSF, the one she crashed in Tanganyika),

the replacement DH.60X Moth (G-EBTG, which Abe bought in Nairobi);

a 1928 DH.60G Gipsy Moth (G-AABN);

a 1929 DH.60G Gipsy Moth (G-AAEE) and

a 1930 DH.80A Puss Moth, G-AAYA.

Air Transport Auxiliary in WWII

    photo: 1920, aged 19

from Newport, Mon

 James Keith Campbell Baines

Born 21^st December 1905 in Woodford, Essex. His father, Louis, was a tea and indigo merchant; his elder sister Phillis was born in Calcutta. In 1901 the family lived in Tiverton, Devon; Louis, Lillian, Phillis, Jack, Silsen, Kathleen, and their 3 domestic servants.

He was killed, aged 28, during the MacRobertson Race on 23^rd October 1934 when he and Gilman crashed in Italy.

Joined the N.Z.A.F. in 1925, training at Palmerston North and Wairapa.

He arrived in London from New Zealand on March 26, 1934. He sold his Avro "Avian," just before departure, to a brother-officer in the N.Z.A.F. Reserve, and embarked for England in January, via Australia and South Africa. During the ship's stay in Sydney, Melbourne, Adelaide, Perth and Capetown, Baines kept his hand in with flights on machines hired from the local aero clubs. At the time of the Race, he had flown 3,860 hr.

His "Fox" was purchased at Hounslow from Anderson Aircraft and was modified at Hanworth by N.F.S., Ltd., as a replica of the sister-machine entered by Raymond Parer. Its capacity was increased to 175 galls., and its range to about 1,750 miles.

"Whilst awaiting delivery of the "Fox," Baines has been making approach landings at Mildenhall. He expresses himself delighted with the new aerodrome, its freedom from obstruction, its perfect run, and its billiard-table surface."

-------

In  July, 1934, James wrote to the organising committee for the race and asked them to 'change the name of the nominator from myself to Mrs Lilian M Campbell-Baines, my mother, who has made it possible for me to enter the Races'.

Baines and Gilman crashed on the 10th of October 1934, and the funeral, at the British Cemetery at Naples, was held on the 26th. The British Air Attache in Rome, Group Captain T Hetherington, undertook all the funeral arrangements; the photographs of the ceremony 'very clearly indicated the profound sympathy of the Italian nation and the honours bestowed on these two officers'.

Sadly, James' brother had also been killed earlier in the year in a gun accident; their eldest brother had been killed during WWI also flying, aged only 19.

Although they had insured the aeroplane, Baines and Gilman hadn't taken out any life insurance.

 Capt Valentine Henry Baker MC AFC

  seen here with HRH the Prince of Wales, in 1931

 b. 1888

 In 1931, chief instructor at Heston Aerodrome.

"Baker founded the air school at Heston and it became the most famous flight school in the United Kingdom.

During his career as an instructor in England, Baker personally taught many notable pupils, including Edward, Prince of Wales, Lord Londonderry of the Air Ministry, Lord Lloyd, Amy Johnson,Prince George, Duke of Kent, and Grace Marguerite Hay Drummond-Hay.

In 1934, Baker left Heston to join his friend James Martin to found the Martin-Baker Aircraft Company, where Baker was the company's test pilot.

Killed 12 September 1942; "during a test flight of the Martin-Baker MB 3 prototype, the engine seized and he was forced into an emergency landing, during which the aircraft struck a tree stump and he was killed. Baker's death affected his partner deeply, so much so that pilot safety became Martin's primary focus and led to the reorganisation of the company to focus on ejection seats."

 Capt Harold Harrington Balfour PC MC

  photo: 1930

Lord Balfour of Inchrye, Conservative M.P. for the Isle of Thanet in Kent. He used his DH Moth for electioneering in 1929, and was returned unopposed (i.e. nobody bothered to stand against him) with a majority of over 21,000 in 1931.

In 1933 he published his autobiography, called 'An Airman Marches', in which he admitted that he had never paid some fines for driving offences in 1916 whe he was a trainee in the RFC; sure enough, Sussex Magistrates Court sent him a bill for the £3, plus 10 shillings costs, when they read the book. He sent them a cheque for £5.

He (and Mrs Balfour, coincidentally) was back in a nursing home in 1934, this time for appendicitis.

He became Parliamentary Under-Secretary for Air in 1938, helping to set up the Civil Air Guard, and flew a Spitfire in August 1938, saying that it was a 'very nice aeroplane for an old gentleman like me'.

Once WWII broke out, he was a member of the Air Council, responsible for the Canadian part of the Empire Training Scheme, and flew a Whirlwind when he was 43 (although not in combat).

After WWII, he was appointed 'Minister Resident in West Africa' by Churchill, but went to the House of Lords when that government was defeated. He was there until his death in 1988.

  Mr Lionel Maxwell Joachim Balfour

  photo: 1930, aged 25

 b. 11 Dec 1905.

"All of the air ferry aircraft were impressed into service when WWII began and so the company's engineers began to carry out contract work for their neighbours, Airspeed. By the time the war began the company had already manufactured 31 pairs of Oxford wings for Airspeed. Balfour's company undertook a complete rebuild of an Oxford and thus became a part of the Nuffield repair organisation. By the time the war ended they had repaired or modified over 1,000 Oxfords. Keen to restart the air ferry using De Havilland Dragon Rapides, Balfour managed to get a severely restricted charter service going but it ceased by the end of 1947. Now presented as a fully fledged engineering company it looked to others sources of revenue. P.S.&I.O.W.A. became Portsmouth Aviation and designed and built the Portsmouth Aerocar G-AGTG. It was displayed at the 1947 and 1948 S.B.A.C. air shows. Despite great interest in the Aerocar at home and in India, the venture was stalled. During the latter half of the 20th century the company were constructing military ordnance carriers and loaders.

Lionel Balfour died in 1973."

b. Plymouth on August 2 1913 and educated at Plymouth College. He studied Art in Plymouth and Paris but, like so many of his generation, his life changed after a five-shilling flight with Alan Cobham's Flying Circus (q.v.)

"He learned to fly privately, and by the time he was 21 he had obtained his commercial flying, navigation and wireless licences, enabling him to join Imperial Airways.

Initially Ballantine flew as a second officer in the open cockpit of a three-engine Argosy on the Croydon-Brussels-Cologne route; the 20 passengers were able to lounge in wicker chairs.

He then moved on to the stately four-engine HP 42 biplane airliner. With an almost complete lack of navigation aids, locating Croydon airport in poor weather depended on finding the twin towers of Crystal Palace, then setting a stopwatch and descending blind.

Ballantine next flew on the Imperial Airways Empire routes to Africa and Asia, before being appointed to his first command at the age of 23; he was based in Hong Kong, flying the de Havilland DH 86.

During this period he carried out an aerial survey of the route to Bangkok via Hanoi, across the relatively unknown territories of Siam and Indo-China, and he established a 16-hour record for the Rangoon-Calcutta return journey in the DH 86 Delphinus.

Ballantine earned his nickname, "The Colonel", after General Chiang Kai Shek offered him a colonelcy in his nationalist air force - a post which the Englishman prudently declined."

Ballantine was described by a colleague as "tall and debonair. . . quintessentially English, and a genial man of great modesty and charm". During the war, following a spirited party with his fellow pilots, he had crashed his car; he never drove again.

d. Dec 2003

 I think this must be Flt-Lt W R Bannister, ex-RAF chief instructor of the Herts and Essex Aero Club at Broxborne in 1932; on him "rested the smooth running of the entire flying side".

He formed the London Air Circus at Broxbourne in 1933 to give aerobatics, displays and joyrides.

Killed 2 Oct 1934, when he crashed G-ACPM, a Dragon Rapide of Hillman's Airways, off Folkestone, killing himself and 6 passengers.

His widow was left "totally unprovided for" with five young children, and the Royal Infant Orphanage, Wanstead took them all into its care.

I think this must be John Milne Barbour:

RAeC Certificate 11474 (20th September, 1933);

b. 20 August 1906 in Dunmarry, Ireland. A merchant for the Linen Thread Co., Glasgow

 Violet Baring

Royal Aero Club Certificate 8932 (17 Dec 1929)

  1929

 b. 1900

b. Violetta Mary Archer in Reading, "A niece of Lady George Dundas, of Newmarket, and also of the Marquess of Zetland."

Married Richard Baring in Jan 1921 but 'divorced him'.

Violet was killed in July 1931 when she and her 'old friend' Philip Noble (to whom she had just sold the aeroplane) crashed in G-EBYK while attempting a forced landing near Wokingham, Berks:

"The woman pilot, who was well-known in Society, and her passenger, a director of Lloyds Bank, who was also an enthusiastic flyer, were killed instantly; both receiving terrible injuries."

John Dennis Turner (q.v.), who said he was engaged to be married to Violet, identified the body and gave evidence at the inquest.

Her house at 23 Earl's Court Square, London, was for sale 'at a low price' by the following January.

  Capt Charles Douglas Barnard

  photo: 1930

 Personal pilot to the Duchess of Bedford, 'ribald and golden-haired'.

b. 8 Dec 1895 in London; his father, Charles Gilbert Barnard, was a master printer (and not related to Franklyn Barnard's father). He learnt to fly in 1915 with the RFC. After WWI, became a test pilot for Sopwith, then a pilot with the de Havilland Airplane Hire Service after meeting Alan Cobham, then their chief pilot, in Spain.

In July 1920, he was convicted of manslaughter, for killing an elderly man in a car accident in which he failed to stop, and didn't report; "Charles Barnard (24), a demobilised airman from Watford whose machine was brought down in flames in France, was charged with the manslaughter of Alfred Sharp on the night of May 2, by knocking him down whilst driving a motor-car. A button, answering the description of other buttons from the deceased's coat, was found between the bonnet and mudguard of the accused's car. He was remanded, bail being refused." It also turned out that his driving licence had lapsed at the time, and he hadn't renewed it until some days after the accident.

He was given 4 months imprisonment in the 'Second Division' (such prisoners were kept apart from other classes of prisoners, received more frequent letters and visits and wore clothes of a different colour). The Judge said there was "too much reckless driving by people who served in the war. Their war services were no consolation to bereaved relatives."

Settling down a bit after that, he was the pilot in 1923 when an aeroplane belonging to the de Havilland Hire Service was used to ferry Commander Bristow to have a look at an Italian ship, the D'Aosta, which had become stranded in Malta. It was the first time the flight had been made, and it took over 14 hours, mainly (Charles complained) because the authorities in Pisa insisted on a deposit of 15% of the value of the machine.

One of his other jobs for the de Havilland Hire Company was to fly G-EBGT 'Nulli Secundus', a perfectly good D.H.9c, while a certain Captain Spencer jumped out of it - see the video here.

His first long-distance flight with the Duchess of Bedford was a tour in 1927 from her home in Woburn Abbey to France, Spain and North Africa, covering 4,500 miles in 3 weeks. Two years later, he piloted her Fokker monoplane, the 'Spider' to India and back, 10,000 miles in 88.5 hours; the RAeC gave him their Gold Medal for the year. It wasn't their first attempt at the flight to India and back - a year before they had tried the same thing, but problems with the propellor meant that the Duchess had had to come back by steamer from Karachi (which at the time was in India, of course).

In 1928, described as a 'flying man', he was cited as the co-respondent in a divorce case. At the time, he and Mrs Melita Erna May were living together at his place in Monmouth Rd, Bayswater; they got married in December.

  Capt Franklyn Leslie Barnard OBE AFC

   photo: 1925, aged 29      

 Winner of the first King's Cup in 1922. "an exceptional pilot - careful, skilful, and daring" and "his ability as an engineer was fully equal to his skill as a pilot".

b. 1896; his father, Owen Barnard, was a stockbroker's clerk (and not related to Charles Barnard's father).

AFC in WWI; chief pilot for Instone (later) Imperial Airways. OBE in 1927.

Killed in July 1927 while testing propellers for the Bristol Badminton which he had entered for the King's Cup Race, which crashed at Filton after the engine seized. Major Beaumont, appearing for Imperial Airways at the inquest, said the company felt it had "lost one of the world's magnificent airmen".

1927

It is with profound regret that we have to record the death, as the result of a flying accident on Thursday, July 28, of Capt. F. L. Barnard.

Capt. Barnard—one of our mostexperienced and popular pilots—was carrying out a test flight on the Bristol " Badminton " ("Jupiter VI ") biplane, which had been entered for the King's Cup Air Race, at Filton aerodrome, when, according to eyewitnesses, the engine suddenly stopped and the machine crashed to the ground just outside the 'drome from a height of about 200 ft. When a number of people who had been watching the flight arrived in the field where the machine had crashed, the latter was found completely wrecked, with the engine embedded in the ground, and the unfortunate pilot lying in the cockpit beyond human aid.

From evidence at the inquest, which was held on July 29, it appears that when Capt. Barnard's engine failed, he put the machine into normal gliding angle and attempted to land. While manoeuvring to do so, the machine lost flying speed and stalled from about 80 ft. Capt. Barnard had already made three other test flights on the machine, trying out different airscrews.

Capt. Barnard's loss to the aviation world is a great one indeed, for he was an exceptional pilot, careful, skilful, and daring—but daring only when flying alone or testing. He served in the Air Force during the war, and was awarded the Air Force Cross. Following the Armistice he was pilot to No. 24 Communication Squadron, when he carried many distinguished personages to and from the Continent. He then became associated with Instone Air Lines, and later, when Imperial Airways was formed, was their chief pilot.

His skill as a pilot was such that he was entrusted with many important aerial missions—the most conspicuous of which was the piloting of the Imperial Airways D.H. "Hercules" air liner, carrying Sir Samuel Hoare, Lady Maud Hoare and party from London to Cairo on the inaugural flight of the Egypt-India service. He also, it will be remembered, took part in previous King's Cup races, being the winner in1922 and 1925, and flying last year the Bristol " Badminton "in its original form.

Capt. Barnard leaves a widow and young son, to whom, in common with his many, many friends, we offer our deepest sympathy." - 'Flight'

photo: 1930, aged 32

From Surrey. DSO and bar, DFC.

Died in WWII: 3rd September 1941, when a Group Captain, RAF

buried in Berlin's WWII Cemetery

 (RAeC photo  missing)

 b. 22 November 1908 in London, a Director.

RAeC Certificate 13625, 4th March 1936

'Master of Fox Hounds of the Bedale Hunt'; lived at Firby Hall, Bedale Yorks in 1936.

 Jean Gardner Batten

   in 1930

  b. 15 September 1909 in Rotorua, New Zealand, a "shy, determined girl".

"By the time I was nineteen I knew my future must be in flying." Studied music from a young age but, having passed the Royal Academy of Music Finals, she sold her beloved piano to get to England and pay for flying lessons. 

One of the most spectacularly successful aviators of the early 30s; after her solo flight from England to Australia in 1934 (at the third time of trying) the New Zealand Govermnment awarded her £500 in recognition of her feat. She was in Melbourne a few months later to greet Scott and Campbell Black as winners of the MacRobertson Race, and left Sydney the following April to fly back to England, but didn't quite beat her record.

In November 1935, came her real breakthrough: she flew to Brazil and beat the South Atlantic crossing record, taking 13 hrs 15min in her Percival Gull.

This time, she was awarded:

• the Order of the Southern Cross (by the Brazilians);
• the Gold Medal of the French Academy of Sports;
• the Brittania Trophy (by the Royal Aero Club);
• the C.B.E. for 'general services to aviation';
• the Legion d'Honneur (the French seemed to like her, for some reason);
• the Johnson Memorial Prize (from the Guild of Airline Pilots and Navigators), and
• she was guest of honour in Paris at the Aero Club de France.

In October 1936, having attended literally dozens of receptions and award-giving ceremonies, she set off once more, this time to fly to New Zealand in her Percival Gull. On the way, she beat Harry Broadbent's record solo time to Australia, despite a puncture in the tail tyre which a helpful aerodrome official repaired by stuffing it with face sponges.

Just as Scott and Guthrie were returning rather sheepishly from the miserable Schlesinger Race to Cape Town, Jean was getting ready to fly from Australia to New Zealand. She arrived there on October 17th, met by large and enthusiastic crowds; the first woman to cross the Tasman Sea, the first direct flight from England to New Zealand.

On the last day of 1936, however, Jean's South Atlantic record was beaten by another woman - Mme Maryse Bastié.

In 1937, Jean again won the Brittania Trophy, the Harmon Trophy, and the Segrave Trophy for her 1936 flight. In October she set off for England again; at one stage, she was heading west, trying to beat Harry Broadbent's record, as Harry Broadbent was heading east, trying to break her record. She won; Jean beat Harry's record, while he had to give up at Basra. "I confess I am fed up", he said...

Jean picked up yet more awards; the Gold Medal of the Royal Aero Club; the Gold Medal of the F.A.I. (no less); summoned to Buckingham Palace to meet the King and Queen of the Belgians (exciting); immortalised in Madame Taussaud waxworks (until they melted her down, at least), another round of receptions as guest of honour...

But  her brief time in the spotlight was coming to an end. Harry Broadbent took back his Australia-England record; Arthur Clouston and Victor Ricketts more than halved her England-New Zealand record time in 1938. She still attended dinners and receptions in her honour; she wrote her autobiography (called, rather disappointingly, 'My Life'), but she made no more record attempts. Even so, her remaining record, solo to Australia, stood for over 40 years.

In WWII she toured the country as part of the 'Wings for Victory' campaign, giving dozens of lectures anywhere between Manchester and Penzance.

Her Percival Gull, G-ADPR 'Jean' was presented to the Shuttleworth Trust on 26 April 1961, having been requisitioned by the RAF in WWII and then returned to Hunting Aircraft. However, by 1969 it needed major repairs and was grounded until 1978. Jean herself offered to come back from Tenerife to help: "I used to be quite good at stitching canvas on wings". It was sold in the early 90s (when Shuttleworth was strapped for cash) and is now on display at Aukland Airport:

In 1980 she and Edgar Percival were made liverymen of the Guild of Airline Pilots and Navigators, and she then travelled to Hull to open the 'Silver Wings' exhibition, in honour of Amy Johnson.

Jean Batten owned:

a 1929 DH.60G Gipsy Moth, G-AALG, which she flew to New Zealand in 1933;

a 1929 DH.60M Moth, G-AARB, in which she broke the England-Australia record in 1934, and was later owned by Gabrielle Patterson, R Gordon and BK Lyall (simultaneously, that is), and later,

a 1933 DH.60G III Moth Major, G-ACKF.

She died in 1982 in Majorca.

  Mrs Elise Battye

 photo: 1931, aged 39  

"On an income of £1,000 a year, Mrs Elise Battye keeps a small house within thirty miles of London, a Morris Minor as an essential adjunct to the scheme, and a Moth aeroplane. In the latter she flies 180 to 200 hours a year for under £250 all told.

She flies constantly to the Isle of Wight, Gloucestershire and Norfolk - to the last two as many as three times a month - and all these places are unpleasant to get to by any other means." [this is still true, of course]

[The average salary in 1934 was less than £200 a year]

Elise owned:

- a 1930 DH.60G Gipsy Moth G-AAYL, and then

- a 1935 Miles M.2H Hawk Major, G-ADLA, which was sold to South Africa in 1939.

  (with Mrs B)

An instructor with No. 5 Flying Training School in 1931; Flt-Lt 1935; Chief Flying Instructor 'for civilians' with Air Service Training at Hamble from 1935.

In 1934, "The demonstration was by two of the A.S.T. flying instructors, Fit. Lt. J.B. Veal and F/O. J. Beaumont.

This couple have already been seen at the R.A.F. Flying Club Display at Hatfield, and the excellence of their flying commented upon...

It would be difficult to over-praise the cleanliness and smoothness of their display."

 Mrs Mary Teston Luis Bell

  1927

b. Launceston, Tasmania, 3 Dec 1903

  Capt James Leonard Neville Bennett-Baggs

  photo: 1916, aged 20

  photo: 1930, aged 34. Same bloke,  more pies.

Chief Consultant pilot for Armstrong Whitworth, the 'burly' Bennett-Baggs

  b. 14 September 1910 in Queensland

With Imperial Airways, promoted to Senior Master in October 1938

'Pathfinder' Bennett for his work with Bomber Command during WWII. As you probably know, the Pathfinder Force consisted of people who actually knew how to navigate properly, and marked the targets for the bombers.

In May 1945, he became a Liberal M.P.: "Air Vice-Marshal D. C. Bennett, Pathfinder chief and youngest man of his rank in the R.A.F., was returned unopposed to-day as Liberal M.P. for Middlesbrough West."

In 1948 he and his wife bought a couple of transport aircraft, formed AirFlight Ltd, and joined the Berlin airlift to fly dehydrated potatoes to the 2 million population.

CEO of British South American Airways until forced to resign over an interview he gave in 1948.

Opinions varied on what had happened: "SACKED FOR SPEAKING MY MIND-Airway Chief Air Vice-Marshal D. C. T. Bennett has been dismissed from his post as chief executive officer of British South American Airways. The following statement was issued by the British South American Airways Corporation: "The board have terminated the appointment of their chief executive, Air Vice-Marshal D. C. T. Bennett, following differences of opinion on matters of policy.

In a statement, Air Vice-Marshal Bennett said:— "Last week, in view of current misinformation on certain affairs of this corporation, I granted an interview to a newspaper correspondent, at which I expressed views concerning the obvious ills of British civil aviation in general and concerning recent interference with management by the Minister of Civil Aviation. It is because of this that I have been forced to discontinue my appointment. I feel I should make it clear that I have been forced to take this course for exercising what I consider to be a right—the freedom of speech."

"A personally difficult and naturally aloof man, he earned a great deal of respect from his crews but little affection."

He also came 8th in the Monte Carlo Rally of 1953, driving a Jaguar.

Wrote his autobiography in 1958, called, of course, 'Pathfinder'.

 Died 15th September 1986, aged 76

  Richard Read Bentley

  in 1917

Dick described himself as "one who preferred to live in the open, rather than within the confines of a London office" - one who, luckily, found it possible to make his living mainly by aviation.

His mother having died when he was 12 (he said "I did not then recognise that my father was a broken man due to the loss of my mother"), he and his father had to move from Sheen Gate Mansions to a boarding house in a less fashionable area of London. After a while in an office in a paper merchant's - which he hated - he was packed off to Canada; when he got there, he found that his father had also died.

After a stint as a farm hand in Canada, he came back to England and joined the RFC in WWI (photographic reconnaisance with 59 Sqn, then a flying instructor at Hooton).

Then,"I hung around in London trying to get a job without any luck, like hundreds of other demobs.  As I didn’t want to return to Canada I decided to try Rhodesia." He soon fell under Africa's spell, and for quite a long time lived in the jungle and went from job to job, supported by his dwindling RAF gratuity.

He then had "four marvellous years" after joining the South African Air Force - "Whoopee!!! Back on a job I really knew".

When the D.H. Moth first went on sale in 1926, Dick immediately decided he wanted to fly one from London to Cape Town. He raised the £600 he needed from the Johannesburg 'Star', in return for exclusive publicity, and on the 1st September 1927 set out from Stag Lane in G-EBSO, carrying a Mauser pistol generously lent to him by his C.O. Sir Pierre van Rynefeld. Lady Bailey had christened the aircraft 'Dorys', after Dick's then-girlfriend (later his wife), and you can even watch Lady B do her stuff here.

After a "trouble-free" flight, he arrived in Cape Town on the 28th September, completing the first solo flight in a light aircraft from England to Cape Town (and the longest single-engined flight to date, for which he got the RAeC's Britannia Trophy).

The 'Star' unexpectedly presented him with the aircraft (the the original deal was that it would be sold) and he then made his living from air taxi and joy-riding flights. In 1928, he escorted firstly Lady Heath, then Lady Bailey across the Sudan in their record-breaking flights (them women weren't trusted to fly alone, of course).

He and Dorys flew back to England for their honeymoon and then spent a few months at Hooton. On the way back down to Cape Town (yes, again), they met up with Glen Kidston and Donald Drew, who were using a Fokker triplane to do 'aerial safaris'; they offered to give Dorys a lift so that Dick's plane could carry a spare propeller for Stanley Halse's plane (I know this is all very complicated, I'm trying my best). Anyway, the Fokker made a forced landing and Dorys bumped her head quite badly, but was apparently OK. Dick later said that "I have said “apparently” because twenty years later - we had parted in 1938 - in 1948 she died in America of a haemorrhage of the brain. Could that blow received in 1928 have been the root cause of her demise?"

The flying world grew steadily and Dick soon became a ubiquitous figure on the civil aviation scene.  "Popular, energetic, resourceful, he was as indifferent to the weather as to the day of the week, joining in the harum-scarum adventures of customers, welcome everywhere.”  He flew the Shell Comper Swift G-ABUS, and his aerobatic displays were memorable.

He flew in the RAF(VR) in WWII, remarried (to Anne), then retired.

Dick died in May 1990, aged 93.

All quotes shamelessly lifted from Roma Part's 'Pioneering Spirit', which is on the Johannesburg Light Plane Club's website www.jlpc.co.za

 Dafny Hansen Berger

  Capt Henri Charles Amedie de la Faye Biard

  c.1934, aged 42.

http://www.greatwarci.net

From Jersey; a very early flier, test pilot for Supermarine.

Schneider Trophy pilot in 1922, 23 and 25 (during which he crashed, "making a huge hole in the sea", but emerged merely slightly dazed).

His autobiography is called, er, 'Wings' (1934).

 in 1931

  photo: 1928, aged 26

Capt Norman William George Blackburn

(RAeC photo missing)

 b. 25 May 1895 in Leeds. brother of Robert (founder of Blackburn Aircraft), from 1944 in charge of all Blackburn factories in Yorkshire.

However, they fell out spectacularly in 1950: Norman and fellow director H V Gort had their appointments terminated by the rest of the Board; they then called an extraordinary meeting to sack the rest of the Board, and Robert sent out a circular to shareholders asking them to vote against them. Which they duly did, by 2 to 1, and Norman and Mr Gort were sent packing.

Robert died in 1955, Norman in Mar 1966.

  Flt-Lt David William Frederick Bonham-Carter CB, DFC

  photo: 1921, aged 20

  photo: 1930, aged 29

 No, I don't think he's related to Helena. He was related to Florence Nightingale, though!

b. 22 February 1901; an RAF Officer at Martlesham Heath in 1936, later Group Capt and Station Commander at RAF Waddington in WWII, despite being stone deaf by then; seconded to RCAF and involved in Canada with the Empire Training Plan, then Air Commodore (first President of Newark Air Museum).

Died 1974 in Ipswich.

 Lt P A Booth, RN

Accompanied Cyril Alington in the Schlesinger Race, attending to the "navigation and such duties".

A Supernumary Instructor at the School of Naval Co-operation, Lee-on-Solent.

   photo: 1912, when a Lieutenant in the Black Watch, aged 26

 As a General in 1919, directed Ross Smith to survey the route to Australia, laying the foundations for all the future trips.

 the Imperial War Museums

d. 19/20 Jun 1941, one of 9 killed when Shorts S26 Flying Boat X8274 ('Golden Fleece') crashed at sea off Cape Finisterre en route to Cairo; Commemorated on the Runnymede Memorial, Panel 29.

28 June 1941: "GOOLE OFFICER MISSING. FORMER IMPERIAL AIRWAYS PILOT Flight-Lieut. G. H. Bowes, youngest son of Mrs and the late Mr G. H. Bowes, of Carter-street, Goole, and a former Imperial Airways pilot, is officially reported missing.

Flight-Lieut. Bowes attended Goole St. John's National School and Hull Technical College as a boy. He joined the R.A.F. in 1930, and served in Egypt during the Italo-Abyssinian dispute, rising to the rank of sergeant pilot. Later he was a test pilot. In 1936 he entered the service of Imperial Airways, and the following year he was First officer and navigator on the flying boat Caledonia, which made the first experimental transatlantic flight between Foynes (Ireland) and Botwood (Newfoundland).

He crossed the Atlantic 10 times, and also piloted 'planes on the Near and Far East services. On the outbreak of war Flight-Lieut Bowes rejoined the R.A.F.

During the German invasion of Norway he was wounded in the knee and bombed out of hospital, but was safely evacuated to Scotland. While in hospital there he became engaged to Miss Joan Walker of Greenock, and was married last November. Flight-Lieutenant Bowes has a nephew, Sergeant-Pilot Bowes, of Fourth-avenue, Goole, who also joined the R.A.F. before the war, and is a prisoner in Germany."

    in 1916

 b. 2 May 1891 in Stretford, Lancs.

b. 2 May 1891, Stretford, Lancs

RFC/RAF 1916-37 & 1939-41 

d. 25 Mar 1970

Research: thanks to Steve Brew

Francis Delaforce 'Brad' Bradbrooke

  1935 (Flight)

on the staff of 'The Aeroplane'

Air Transport Auxiliary in WWII

  1931 

 Transferred from the Army to the R.F.C. in 1917; 1919-20 R.A.F. in Egypt, and from 1921-25 in India, seeing active service in Waziristan in 1923 and 1925.

A test pilot at Martleslham from 1926.

photo: 1923, aged 28

 from Copenhagen. Flew with Major Savage's 'Sky Writers' at Hendon in the 1920s - borrowed an aeroplane to write a certain lady's name in the sky. She, of course, later became his wife.

And, would you believe it, he was in charge of the 'Scandinavian Sky-Writing Expedition' in 1923-24.

Air Transport Auxiliary in WWII

 Capt Hubert Stanford Broad MBE AFC

  photo: 1930, aged 33

b. 18 (or 20) May 1897

shot through the neck in WWI by one of Richtofen's Red Circus pilots; [c.f. Angus Irwin]; second in Schneider 1925, to Jimmy Doolittle.

In 1928, he spent possibly the most boring 24 hours of his life by beating 'all existing figures' for long endurance flights in light aeroplanes (unfortunately there was no official 'record' to beat as such, the FAI not recognising such things). His log makes, um, rivetting reading:

--0--0--0--0--0--0--0--0--0--0--

5:30pm: Hendon

7:40pm: Gloucester

8:30pm: Coffee and sandwiches

11pm: Over Central London, 3,000ft; watched theatre crowds leaving

Midnight to dawn: Remained over Edgeware

2:30am: second meal

4:10am: First signs of dawn

5:10am: Biggin Hill. Saw night bomber in air

...

Noon: Stamford. Very sleepy

4:30pm: Ipswich

--0--0--0--0--0--0--0--0--0--0--

Having trimmed the controls, Hubert settled down and read 3 complete novels 'to relieve the boredom'.

When he finally landed, he he said that he was very stiff with cramp, and promptly went home to sleep. His Moth still had 12 gallons of fuel, so it could have kept going for another 4 1/2 hours...

He was named as co-respondent in Beryl Markham's divorce in 1939.

de Havillands test pilot until 1935 (Bob Waight succeeded him) - broke the world's speed and height records for light aircraft in the original monoplane Tiger Moth, then joined RAE Farnborough; Hawker test pilot post-WWII; died 1975

FLIGHT MARCH 28TH, 1946

 No. 2. CAPT. H. S. BROAD, Senior Production Test Pilot, Hawker Aircraft Co.

 FOR sheer wealth of flying experience it is doubtful whether there is another pilot in the world to equal Hubert Broad. He has flown everything from diminutive single-seaters to multi-engined--bombers, and including a number of out-and-out racing aircraft. His logbooks, of which he has filled some nine or ten, total over7,500 hours' flying time and 182 separate types. These are honest types—not modifications or different mark numbers of the same aircraft. Many of these he has also flown as seaplanes. Broad, at the age of nineteen, learnt to fly at the Hall School of Flying at Hendon in 1915. The aircraft on which he made his first flight (there was no dual, a pupil did straights across the airfield until he felt it was safe to do a circuit)was the single-seater Caudron with35 h.p. Y-type Anzani engine. Believe it or not, with this tiny horsepower the Caudron occasionally was made to stagger into the air with two people on board, but the passenger had to sit on the wing by the side of the nacelle.

 Early Days

 The end of 1915 found Broad in the R.N.A.S. at Eastchurch, and he was on the very first course at Cranwell, which was then a R.N.A.S. establishment rejoicing in the name of H.M.S. Daedalus. His first tour of duty at the front was with No. 3 Squadron at Dunkirk. He was among a number of pilots lent by the R.N.A.S. to the R.F.C. No. 3 Squadron flew Sopwith Pups, and it was while he was on one of these, escorting a bombing raid by 90 h.p. R.A.F.-engined B.E.s, that he was shot through the neck by one of Richtofen's later Goering's—Red Circus pilots.

 On recovery he spent a while as an instructor at Chingford and then went for his second tour of operations with No. 46 Squadron, who flew Sopwith Camels. The end of the 1914-18 war found Broad instructing at the Fighter Pilots' Flying School at Fairlop.

 Peace found him, as it found so many other young fellows ,with the ability to fly aircraft superbly and no other means of making a living. But a good living could be made by joy-riding in the early 1920's. First he joined the Avro Company, who were running joy-riding in a fairly big way, and in 1920 went to the Adiron Lakes in America with two Avro 504 seaplanes. These two aircraft saw their last days in Long Island, where they were completely wrecked by an autumn gale.

 By the next year he was back in England competing in the Aerial Derby air race round London on a Sopwith Camel. He finished 6th.In October, 1921, Broad joined de Havillands. Those who know this great concern now will smile to learn that when it started in those days it consisted entirely of two fabric hangars and a hut at Stag Lane. If memory serves, the capital of the company at that time was £100.

 The D.H. series numbers, which started in the Aircraft Manufacturing Co. Ltd., were carried on in this new firm, and Broad flew every one of the D.H. designs from the D.H.27 to the D.H.90. In the same period he did a lot of test flyingfor other aircraft constructors.

 He did the W.10, Handcross, Hendon, and some others for Handley Pages, the Parnall Pipit and the Saunders A. 10 fighter. On the Gloster Grebe he ran into wing flutter for the first time (this trouble, in those days, was on a par with the compressibility troubles we have now).

 Seaplane testing

 Another big job he did was most of the development work on the Gloster II and III racing seaplanes. Over a period I used to go with him to Felixstowe regularly. As a Press man I was forbidden the precincts of the R.A.F. seaplane station, but there was a perfectly good Great Eastern Railway pier alongside the station. I used to climb over the fence and watch the proceedings from the pier head. Broad nearly lost his life there one day in October,1924. As he was landing the Gloster II a forward strut to the floats collapsed, and the aircraft turned completely over. Mrs. Broad was watching from the shore, and it seemed a very long time before Hubert appeared on the surface.

 In 1925 Hubert Broad flew the Gloster III racing seaplane in the Schneider Trophy contest which was held that year over Chesapeake Bay in America. This was the race in which Henri Biard, flying the SupermarineS.4—the true forerunner of the Spitfire—crashed in the water with wing flutter. Broad finished this race second to Jimmy (now General) Doolittle. That must have been a vintage generation, because many names from that period have found their way into the high-spots of this last war.

With the advent of the D.H. Moth in all its variants, Broad was to be seen performing aerobatics at most flying club meetings and entering many of the races. These included the King's Cup Race, which he won in 1926. He was flying a delightful Cirrus I Moth, which was a study in ivory and red. His average speed over the whole732 miles was 90.4 m.p.h. His piece de resistance in aerobatics was a perfectly formed big loop, the base of which was only some 150ft from the ground. It was a joy to behold, but very dangerous to perform. Broad had sufficient sense to realise this and sufficient courage to stop doing it.

 "Hooked"

 It was during an aerobatic show that Hubert had his closest shave in a life packed with incident. And it was so simple. Flying a D.H. Tiger Moth with no one in the front seat, he did a slow roll—a stunt at which he was a master. The safety belt in the empty cockpit was loosely done up. While the Moth was inverted the belt hung down and, as the aircraft turned the right way up again, the belt came back over the joy-stick. The result was that Broad had only about 1 1/2 inches of stick movement; but, nothing daunted, he made a sort of tail-up, seaplane landing. In this connection it is to be remembered that there were no lovely 2,000-yard runways on which to this sort of thing. In those days there was not a single runway available in Britain; not even for the take-off of over-loaded aircraft for long-distance records!

 Another unhappy moment occurred when he found the tail trim (the incidence of the whole tailplane was adjustable)of a D.H.34 had been connected in reverse. By a good deal of jockeying he managed to get into Northolt. On yet another occasion a careless mechanic left a screwdriver jammed in the chain and sprocket of the rudder actuating gear. This necessitated a down-wind, crosswind, finishing up into-wind landing at Hendon airfield, because that was a bit bigger than Stag Lane.

 One of the prettiest little aircraft he ever flew was the original D.H. Tiger Moth monoplane. This was tailored exactly to fit Broad. Physically he is not of big stature and few other pilots could get into the machine. In the front of the cockpit was a bulkhead which had two holes just large, enough for the feet to be threaded through, and these holes had to be padded with sorbo rubber so that Broad's shins did not get barked while landing and taxying. Springing was almost non-existent. Span was22ft 6in and length only 18ft 7m.

 In August, 1927, on this machine he broke the world's record for light aircraft for both speed and height. For the former the figure was 186.47 m.p.h., he having taken19 min 59 sec to cover the 10 km, and for altitude he reached 20,000ft in just 17 min. A year later he took two more world's records on the D.H. Hound.

 In 1935, after 20 wonderful years of service, he left de Havillands and later did some flying for the Air Registration Board. From here he went to the Royal Aircraft Establishment and finally joined Hawkers to be in charge of all their production testing at Langley. He will be 50 in a matter of a few weeks, yet every day sees him at oxygen height testing Tempest IIs. As he says, he has gone from 35 h.p. in the Anzani to over 3,000 h.p. in the Centaurus and Sabre VI, and from 2 ½ lb/sq ft in the Caudron to 40 lb/sq ft in the Tempest II.

 Jennie Broad

  in 1935

 b. 28 June 1912 in Cape Town.

Flight, April 1937:   "The chief attraction of the weekend was a demonstration of the Hillson Praga monoplane by Miss Jennie Broad. After she had put the machine through its paces, numerous members took the opportunity offered of going up with her in the machine."

According to the Blue Mountains Advertiser (Katoomba, NSW), Fri 18 Nov 1949: “Miss Jennie Broad first graduated as a pilot in 1934, and to add to her experience qualified as a ground engineer. By this she helped to meet her flying instruction expenses in overhauling engines for airline companies and working as a club engineer. She had many jobs in aviation, including flying passengers to air rallies in Holland and Belgium and demonstrating and selling light aircraft. Through the experience she gained in this field, she became England's first woman test pilot.

Air Transport Auxiliary in WWII

 Mr Harry F J Broadbent

  photo: 1937, aged 27

Australian record-breaker (solo round-Australia record in 1931), born 1910.

Listed polo, tennis, golf and cricket among his other pastimes.

 Harold Leslie Brook

b. 11 October 1897, in Bradford

Only learnt to fly in 1933, and just scraped up the minimum 100hrs solo flying time required to enter the Race. The aircraft was barely ready in time either; a month before the start it didn't have any seats, and was in "a very unfinished condition". Harold was not impressed by "those fools at Reading [i.e. Miles Aircraft]... this is not the first time they have omitted to do something".

In March 1934, he tried to break the England-Australia solo record (held by CWA Scott) but only got as far as the Cevennes before crashing into one of the large mountains they have there. To give him his due, he picked up the important bits of his aeroplane, brought them back and used the engine in this Miles Falcon.

In 1935, after taking part in the MacRobertson, he flew back from Australia in record time; you might like to see him talk about his record-breaking flight (on the other hand, you may have some drying paint that needs watching); if so, click Record Flight From Australia - British Pathé (britishpathe.com)

Two years later, he added the Cape Town record. Mercifully, there don't appear to be any interviews about this one. 

Pilot Officer in the Administrative and Special Duties Branch in May 1940, then briefly (28 Oct 1940 - 3 May 1941) in the Air Transport Auxiliary (ATA)

And, despite what you may read or hear, was never an accountant in his life (although with his spectacles on, he did rather look like one, and when he talked, he did rather sound like one [sorry]), and he signed himself 'Brook', not 'Brooke'.

But 'e were definitely from 'Arrogate.

H. L. BROOK writes to TERRY'S

Dear Sirs,

I should like to take this opportunity of congratulating you on the excellence of your Springs in my Gipsy 6 Engine. In a record-breaking flight of this description the engine has to be run for long periods in extreme temperatures, and at a higher rate of revolutions than normal, and for a valve spring to break would spell disaster. I had never at any time any fear of this happening with your springs, and they are now at the end of the flight in just as good condition as they were at the start.

Yours faithfully,

(signed) H. L BROOK.

'Flight'

Racing No. 31—H. L. Brook, and —?

And speaking of Bradford, here is Harold Leslie Brook, who was born there in 1897, and now resides in Harrogate. He joined the Royal Field Artillery on August 20, 1914, at the age of 16, obtained his commission soon afterwards, and, despite a couple of wounds, served five years in France and India. 

Restored to his family, he remained a normal civilian until Yorkshire began to build and fly sailplanes and gliders. These occupations kept him mildly diverted until the approach of his 37th birthday. Then he began to yearn for horse-power. The York County Aviation Club at Sherburn-in-Elmet offered a likely fulfilment of this secret ambition. So, in August, 1933, Brook placed himself in the hands of Instructor Cudemore, and after four hours' instruction became a soloist with serious designs on the MacRobertson Handicap, for which Phillips and Powis have built him the first of their Miles 'Falcons'.

What happened between last autumn and this spring is now almost historic. Brook bought the "Puss Moth" (Heart's Content) in which the Mollisons had crossed the Atlantic, and, with a total of 43 hr. in his logbook, pushed off solo from Lympne to survey the route to Melbourne. That was on March 28, 1934, at 5.20 a.m.

By noon the incident had closed. Describing it a few days later Brook said that, while flying through very dirty weather over France, he was forced down from 12,000 ft. by ice formation on the wings, and, before he knew how or why, the side of an unsuspected mountain was rushing up at him out of the murk. Guided by some uncanny sixth sense, he brought off a bloodless landing on the mountain proper. The scene of this epic of the air was Genolhac, in the Cevennes. With some local help he salvaged the "Gipsy Major," brought it back to England, and has had it installed in Heart's Content II.

Brook's next attempt on the Australian record will not be solo. If expectations are realised, he will be accompanied by two lady passengers.

'Flight'

Another England-Australia attempt

MR. H. L. BROOKE, a member of the York County Aviation Club, left Lympne at dawn on the morning of Wednesday, March 28, on an attempt to break the record for the England-Australia trip held by Sir Charles Kingsford-Smith with the time of 7 days 3 hours. Mr.Brooke was flying the " Puss Moth " (" Gipsy III ") Heart's Content, in which Mr. J. A. Mollison made an Atlantic crossing. A few hours after leaving Lympne, while flying through fog, he crashed in deep snow near Genholac, in the Cevennes. The machine was completely wrecked, but Mr. Brooke escaped with nothing worse than some bad bruises. For five hours he wandered about inthe mountains, and eventually found a small village, where he was given every attention. Later he returned to the wreck of his machine, and removed the instruments and other articles of value.

'Flight'

April 4, 1935

YORK COUNTY AVIATION CLUB, SHADWELL, LEEDS

During March the York County Aviation Club, Ltd., flew 63 hours at Sherburn-in-Elmet, and Miss Maurice and Mr.Pilkington made first solos. Two machines flew to Nottingham for the club dance, and Mr. Humble, the honorary instructor, has presented the club with a fire tender—a very apposite gift! The next dance will be held on April 13.

Mr. H. L Brook, who has just broken the Australia-England record with a Miles " Falcon," was trained at Sherburn—which appears to be a pretty good advertisement for the instruction.

'Flight'

These days, the home of Sherburn Aero Club: http://www.sherburn-aero-club.org.uk/

SWIFTLY from AUSTRALIA

How H. L. Brook, in a " Gipsy "-engined Miles "Falcon" broke the Solo Record : His Story in an Interview with " Flight

"LAST Sunday afternoon, at 3.55 p.m., the original Miles" Falcon " landed at Lympne, having flown in 7 days•* 19 hr. 50 min. from Darwin, North Australia, withMr. H. L. Brook, of Harrogate, at the controls. The •pilot thus beat the unofficial " s o l o " record of Mr. C. J.Melrose by 13 hr. 10 min., and the officially recognisedperformance of Mr. J. A. Mollison by 1 day 2 hr. 25 min.The shortest time for the Australia-England trip is still,of course, the 6 days 16 hr. 10 min. of Cathcart Jones andWaller in a " C o m e t ."After leaving Darwin at 5.30 a.m. on Sunday, March 24(Australian time), Mr. Brook's time-table was as follows:—Sunday night, arrived Rambang ; Monday, Penang; Tuesday,Rangoon; Wednesday, Calcutta; Thursday, Karachi; Friday,Athens; Saturday, Rome; Sunday, Marseilles (9.25 a.m.) ;Lympne (3.55 p.m.).the Timor crossing, he told a member of the staff of Flight,was " r o t t e n , " with rain, low clouds and heavy head winds.On the trip from Penang he landed on the delta near Calcutta.Over the Sundarbans low clouds and darkness caused him totake this measure rather than to fly on, possibly missingCalcutta, and, as he put it, perhaps making a crash landingthrough shortage of petrol.Perhaps the worst section of the trip was that betweenAthens and Rome, particularly the portion over the channelof Corfu, where a gale was encountered. At Brindisi Mr.Brook was advised not to proceed, but he pushed on andcrossed the Apennines in a snowstorm.And what of the man himself? He is a thirty-eight-yearoldYorkshireman, who, despite the newspaper stories, hasnever been an accountant in his life. When he was youngerhe indulged in motor racing and later built a few sailplanesand gliders. Then he joined the York County Aviation Cluband went solo after four hours' instruction. He next boughtMr. J. A. Mollison's "Puss Moth" Heart's Content, and setout for Australia to survey the route to Melbourne, for he haddecided to enter the MacRobertson Handicap. But ice formationforced the " Puss Moth " down on a mountain side inthe Cevennes. Neither Brook nor the "Major" (which, itshould be remembered, had already been flown over the SouthAtlantic) was rendered hors de combat, however. The enginewas salvaged and Brook brought it back to England, where itwas installed in the first of the Miles " Falcons" which thenwas fitted with extra tanks for the race. During the event itcarried a lady passenger and a large helping of appalling

luck (no connection is suggested between the two facts!).Suffice it to say that the Australian trip, a large portion ofwhich was made in easy stages, took about twenty-six daysDuring his stay "down under," Brook worked until the" F a l c o n " and its engine were in tip-top condition beforestarting his almost unheralded flight.Of travelling in the "Falcon " he says that, compared withflying in an ordinary aeroplane with open cockpits, it was" like travelling in a saloon car instead of on a motor cycle. The veteran "Gipsy Major" was run throughout the flight at 2,100 r.p.m.

HILLSON PRAGA

Imported specimen 107 Praga E.114 OK-PGC. Regd G-ADXL (CofR 6479) 27.11.35 to F Hills & Son Ltd; dd Speke to Barton 30.12.35. CofV 91 issued wef 27.2.36. Dd 20.4.36 to Harold Leslie Brook; flown by him to South Africa, departing England 6.5.36; arriving Cape Town 22.5.36. Regn cld 6.36 as sold. Regd ZS-AHL 6.36 to OG Davies, Cape Town. Sold 8.37 to H Cooper, Cape Town. Converted to glider at Youngsfield 9.53.

30th Aug. 1940.

ADMINISTRATIVE AND SPECIAL DUTIES BRANCH.
The undermentioned are granted commissions for the duration of hostilities as Pilot Officers on probation:—         22nd May 1940.

Harold Leslie BROOKE, D.C.M. (84353).

  photo: 1917, when a Lieutenant in the Army Service Corps, aged 25

He and CJQ Brand were in the same squadron in WWI.

In 1920 the Heavenly Twins were the pilots of the attempt, organised by The Times, to make the first flight from Cairo to the Cape. The Vimy Commercial aeroplane left Brooklands on January 24 but crashed at Tabora [Tanganyika] on February 27. They finally reached the Cape "after a series of undeserved misfortunes".

 Capt Harry Albert 'Sam' Brown

The 'amiable' ex-instructor for the Lancashire Aero Club; joined Avro after WWI and became their chief test pilot from 1928.

From 1921-26 he was Avro's man in the Spanish Naval Air Service.

Badly injured in 1929 when the first Avocet crashed at Woodford.

 Miss Winifred Sawley Brown

Royal Aero Club Certificate No. 8091 (6 Apr 1927)

   photo: 1927, aged 28  

 b. 26 November 1899 in Brooklands, Cheshire; her father was director of a firm of butchers.

She said she learnt to roll her own cigarettes at the age of five; expelled from school at age fourteen (for writing 'the headmistress can go to hell' on the toilet wall), she made her first flight in 1919 from Blackpool sands.

  "A Well-known English Pilot" - The Sketch, 1929

First woman to win the King’s Cup (in 1930); well known in Lancashire as a hockey player who kept goal for the county and toured Australia with an English team; also a pretty good golfer, sailor and tennis player.

To see her being thoroughly embarrassed by her reception back at the Lancs Aero Club after winning the King's Cup, and to hear her say “Thank you for this welcome, it’s awfully good of you and I’m awfully happy to be back again in Lancashire, at the aerodrome where Captain Brown taught me to fly…. I’m delighted to have won the race and, well, thank you all very very much, I can’t say any more”, see here

Her son, Tony, b. 11 December 1940 in Angelsey, is "loved and remembered by millions as slippery Adam Chance in Crossroads".

She owned:

the 1928 Avro 594 Avian III, G-EBVZ - which her father bought for £500 - in which she won the King's Cup in 1930, then

a 1930 Avro 616 Sports Avian, G-ABED.

'Win' died in July 1984 in Hove, Sussex.

And you can now get a proper biography, entitled "WINIFRED BROWN: Britain's Adventure Girl No. 1", written by King's Lynn's most famous living author, Geoff Meggitt.

See www.pitchpole.co.uk for details!

 Mrs Mildred Mary Bruce

   in 1930

The Hon. Mrs Victor Bruce

b. Mildred Petre on 10 November 1895 in Chelmsford, and married the Hon Victor Bruce in 1926 (although they divorced in 1941).

Raced motor cars, speedboats and aeroplanes, and became a millionaire in her own right through her business interests.

In 1927, published her 'lively holiday narrative' called 'Nine thousand miles in eight weeks' about her journey by motor-car from John o'Groats through England, France, Italy, Spain, Morocco, Algeria and Tunisia. [51 photographs, 12/6d net.]

She then did 6,000 miles in Sweden and the Arctic, and drove from Cairo to Cape Town, but was fined 10 shillings for careless driving when she got back to London. She ignored a policeman's signal and got in the way of other traffic; the officer was of the opinion that she "shouldn't be in charge of a car". She was also probably the first woman ever arrested for speeding.

She then set the record for a double crossing of the English Channel in 1928, getting to Calais and back to Dover in 1hr 47min in a speedboat.

Two months after getting her RAeC Certificate, having only flown 40 hours or so and having had 5 lessons in navigation, she flew solo round the world in her Bluebird IV G-ABDS in 1930-1 (although she sensibly went across the Pacific and Atlantic by ship), and then  tried to fly to Cape Town in an autogyro in 1934, but only got as far as France.

To see the (silent, unfortunately) video of her starting her round-the-world trip and getting a goodbye kiss from (I think we must assume) the Hon Victor Bruce  -  click here.

[One of the Bluebird's engineers reckoned that G-ABDS stood for 'A Bloody Daft Stunt'].

And to hear her speak, see the latter half of this video here.

Founder and joint managing director of Air Dispatch Ltd from 1934, which carried freight and passengers between London and Paris using D.H. Dragonflies.

She owned, at various times:

• a 1930 DH.80A Puss Moth, G-AAZO which was taken over by the RAF in 1940 but 'hit a tarsprayer' in June 1941;
• a 1930 DH.80A Puss Moth, G-ABDG (scrapped in 1943);
• the 1930 Blackburn L.1C Bluebird IV, G-ABDS, in which she performed 'A Bloody Daft Stunt' in 1930-1 of flying solo round the world;
• a 1930 DH.80A Puss Moth, G-ABGS, which she bought from Emma Bettina Elizabeth Amy Malcolm;
• a 1931 Blackburn L.1C Bluebird IV, G-ABMI;
• a Bristol F.2B Fighter, formerly J8258, registerd G-ABXA in 1932;
• a 1933 DH.84 Dragon, G-ACDL, and
• a 1933 DH.60X Moth, G-ACMB.

d. 21 May 1990 aged 94; her ashes were scattered in Golders Green Crematorium

  Flt-Lt T B Bruce

photo: 1930

 Mr Maurice Brunton

 b. 6 Sep 1906, Preston, Lanc

RAF 1925-38; 

Pilot for Imperial Airways, 1939

d , 21 Nov 1971 - London

Research: thanks to Steve Brew

 Mr John Reginald Bryans

b. 16 Jun 1906 in Kent, a Naval Officer

Royal Navy Sub-Lt in 1928, Lt in 1929, and a (not very successful) amateur tennis player.

Left the Navy and married Dame Anne Margaret Gilmour, daughter of Sir John Gilmour, in 1932.

A Director of British Continental Airways in 1936; they operated a service between Liverpool, Doncaster and Amsterdam, and from London to Stockholm.

Resigned from the board of British Airways, rejoined the Navy and was promoted to Lt-Cmdr(Emergency) in October 1937.

Later, Chairman and MD of Bryans of Mitcham, Surrey; in 1962 he wrote to The Times: "As an exporter, I humbly submit it is high time everyone stopped talking about a fair basis for British industry to export, and got down to some action".

From 1964, a Director of Seltronic Group.

d. Jul 1990 in London

b. 1905.

Royal Navy Service Pilot, attached to HMS Courageous in 1930.

Killed in WWII: 21st March 1943, when Lieut-Commander, RN on HMS Glorious; buried at Lee-on-Solent.

 Mrs Winnie Buller

F.A.I. Certificate  No 848 in May 1912

b. Norfolk but got her aviator's certificate from the French F.A.I.

by which time I trust her hair was dry, although she seems to have forgotten to plug it in.

 Maj (later Flt-Lt) Paul Ward Spencer 'George' Bulman CBE MC AFC

   photo: 1917, when a 2nd Lieutenant in the RFC

Universally known as 'George'; after WWI, test pilot at RAE Farnborough until 1925, then chief test pilot at Hawker Aircraft, where he took over from 'Fred' Raynham.

 The Bystander Special Aviation Edition, 1933

It was at his instigation that the Hurricane was fitted with a variable-pitch propeller, "The improvement in performance was so impressive that the result was a panic of refitting of airscrews, and the effect on the outcome of the Battle of Britain can be imagined."

Harald Penrose said he was "a great little man, eager yet cool, eyes crinkled in a smile, bald head gleaming as he climbed helmetless into the cockpit".

d.1963

   seated in a prototype Hurricane c.1946

Britain's Test Pilots

Flight, 4^th April 1946: “GEORGE” BULMAN might never have been known in the aircraft industry had he continued at his original occupation. In fact, he would have been more nationalized than he is now, because he started his business career in the Bank of England. Perhaps that is where he got his meticulous attention to detail.

Group Capt. Bulman is seldom known by his proper Christian name Paul, and it is interesting to learn how he ever came to be known universally as "George." He always confessed to a shocking memory for names, and during the 1914-18 war addressed almost everyone as "Colonel" or "General." When peace came, a civil edition had to be found, and his friends and acquaintances became Georges. They, in their turn, called him "George" Bulman.

A little more than a year before the Royal Flying Corps became the Royal Air Force in April, 1918, Bulman learnt to fly on a "Rumpety" (Maurice Farman Longhorn) of No. 4 Reserve Squadron at Northolt. Previous to this he had been in the Honourable Artillery Company, but was dead keen to become a motor cyclist despatch rider. A motor-cycling friend, however, managed to persuade him that flying was the thing really worth doing, and got him transferred to the R.F.C.

After his training, "George” was with fighters exclusively. First in No. 46 Squadron under Major (now Air Marshal, retired) Philip Babington, flying Sopwith Pups and then with No. 3 Squadron, when it changed over to Sopwith Camels. He went to No. 3 as a fighter expert, and in the fighting at Courtrai these tiny Camels—carrying four 20lb bombs each—operated with the tanks. This was the birth of the operations by Typhoons, the direct descendants of the Camel, in the Falaise Gap in the Battle of Normandy nearly 30 years later. It is impossible to get Bulman to talk about his deeds in the 1914-18 war. He was heard to let it slip on one unguarded occasion that he was a bloodthirsty young man, but farther than that he never goes. Asking how many enemy aircraft he got to his credit always brings the same answer: ''We flew as a Flight, and did no individual operations. All victories belonged to the Flight.” Nevertheless, he was awarded the Military Cross for his share.

First Test Work

At the close of hostilities in1918 he was granted a permanent commission, and almost immediately took up his first test flying. He was posted to the Daimler airfield at Radford, where Sopwith Snipes and S.E.5AS were produced, and shortly afterwards went to the ferry pool in the Midlands at Castle Bromwich. Here experience on twin-engined types was gained as the unit had to test and ferry D.H.10s (made by the Birmingham Carriage Co.) and Handley Page 0/400s.

It was because of his work here that he came to take up test flying as a permanent occupation. There happened to be a number of one-engined failures on the D.H.10s which had caused some loss of life among the ferry pilots. "Farnborough“ was investigating the trouble, and "George" took one to Farnborough to replace a crash. He had found the trouble in the petrol system, and the outcome of a talk on this with Roderic Hill (now Air Marshal Sir Roderic) resulted in an invitation to join Farnborough. That was in 1919.

His test flying at the R.A.F. dealt exclusively with engines, and the period between 1919 and 1925 proved to be a fascinating one ; as he puts it,'' ironing out the bugs of the air cooled radial engine." The team with whom he worked took the radial out into the world.

While at Farnborough he did a certain amount of testing for Blackburns, and, among other types, flew the Cubaroo, Blackburn, Beagle and Airedale. In view of the development to-day in helicopters, it is interesting to remember that 20 years ago, at Farnborough, he flew the Brennan helicopter, which had all the basic elements of the successful modern types. It was flown while partially moored in the old balloon shed.

About 1924 there came into existence the R.A.E. Aero Club, of which Oliver Simmonds (now Sir Oliver of Aerocessories) was the secretary, Mr Child the designer, and Bulman the chairman and competition pilot. A monoplane—the Hurricane—with triangular-section fuselage, was built by the members and fitted with a horizontally opposed engine, first a 600 c.c. Douglas motorcycle engine and later a 30 h.p. Bristol Cherub. This contraption nearly wrote "George" off. Vibration from the twin-cylinder engine was prone to shut the petrol off because the cock employed was one of the very ordinary "slide with a hole in it" models common to motor bicycles. This cock was under the dash and was critical of its setting. Imagine, then, the juggling required when the engine and airscrew stopped dead at 800ft. over Redhill while flying from Farnborough to Lympne for the competitions. He had to dive nearly vertically to get sufficient airspeed to force the engine over compression—no small task with a two-cylinder engine—and at the same time search under the dashboard for the petrol cock. The engine picked up with no height to spare.

Display Flying

Pilots who could fly as exquisitely as Bulman were very much in demand for the Royal Air Displays, which were then held on the last Saturday in June each year. Since he was already doing odd jobs for Hawkers, and was thes ervice pilot deputed to fly the Hawker Woodcock in 1924,it was natural that he and the Hawker people became well acquainted, with the result that in 1925 he resigned his commission and joined the company. The Horsley was being flown at the time, and Bulman took over the Mark I from Fred Raynham who was one of the very old stagers. Raynham was, I think, the only man who ever had a joystick break off in his hand and have to land the machine (a Handley Page monoplane) by the small socket at the base, letting go every second or so to look over the side to see where he was going. "George" did all the test flying on the Horsley II, including preparing it for thel ong-distance record, which it held for a few hours in 1927 by flying from Cranwell to Jask in the Persian Gulf. It was beaten the next day by Lindbergh flying from NewYork to Paris. If any pilot to-day thinks he is flying an overloaded aircraft let him remember that when the Horsley was filled with fuel ready for the record, it burst its tyres just standing on the tarmac!

Starting with the Heron and Hornbill, Bulman was responsible for test-flying all the Hawker prototypes right up to and including the Hurricane. The Fury (biplane) and Hart days were the days he loved. He worked like a Trojan turning good designs into super-good flying aircraft. This good test-flying, allied to his technical knowledge and charm of manner, undoubtedly played a big part in bringing the Hawker concern to the pre-eminence which it now enjoys.

Having got Philip Lucas to take on development flying of types later than the Hurricane, Bulman went to the U.S. in May, 1941, as Chief of the Test Branch of the British Air Commission. He had a team of 10 or 11 pilots with him, and they flew all the types of aircraft on order for the British Government, making out flight-test reports on the Boscombe Down pattern. At first this was a civilian job, but after America came into the war he wore uniform and was promoted to Group Captain.

Compressibility Recognised

It was whilst he was in America that Bulman realised that the peculiar happenings which test pilots were reporting were just what the scientists had foretold would happen when speeds in the region of that of sound were approached. Much experimental work was carried out on the Lockheed Lightning, and Bulman devised a method of flying whereby the effects could be intensified or diminished safely and at will. His notes to test pilots on the subject show a clear-cut appreciation of the problem, and he probably has more practical knowledge on the subject than anyone else.

According to Bulman, his test pilot's life was almost devoid of incident—certainly he was always careful to study everything on the ground before taking off—but he has had one or two close shaves. For instance, when he was flying the Leopard-engined Horsley to Denmark, he had a con-rod break over Heligoland. Landing in Germany was forbidden. So, finding that the engine would run at full throttle (imagine the vibration and racket) he flew to Groningen in Holland and landed there. The inside of that engine was a marvel to behold!

And here is a story told for the first time. I have had it filed away in a drawer for years. At a Household Brigade Club meeting at Hatfield "George" put up a remarkable show. To the spectators it appeared as if he climbed vertically to 3,500ft, stopped his airscrew and then, flicking into a vertical dive, regained his engine as he pulled out at no feet. What really happened was that he accidentally gave the Hart a little negative g at the top of the climb and this emptied the Kestrel's carburettor. From the wealth of his experience he remembered that an airscrew will start in a pull-out at 3 or 4g even when it refuses to do so in a straight dive.

After twenty years' service with the Hawker Company, he gave up the directorship which he had held since 1936, and is now taking a well-earned rest before coming back into the industry. But before leaving '' George '' to sit back for a while, let me quote one more case of how an enthusiastic man can get done a job which has far-reaching results. In 1938 all the Hurricanes had fixed-pitch airscrews, and no official sanction could be got for anything else. Bulman scrounged a Hurricane off contract and got de Havillands to collaborate by putting in a two-speed airscrew. He then borrowed a c.s. governor from the Hamilton Standard Corporation in America. The improvement in performance was so impressive that the result was a panic of refitting of airscrews, and the effect on the outcome of the Battle of Britain can be imagined.

photo: 1921, aged 23

Chairman of de Havilland; the story goes that in 1921 he asked the one-year old de Havilland Aircraft Company to build a fast two-passenger touring aeroplane to his specification,

and stumped up £3,000 for them to do it. The money saved the company from extinction and they appointed him to the board of directors forthwith. He held the position until he retired in 1950.

The aeroplane became the DH37, (which he named, firstly, 'Sylvia' after his sister, then, rather diplomatically, 'Lois', after his wife, q.v.), which he entered in the very first King's Cup Race in 1922 and again in 1924, coming third.

He and Lois set up a world speed record of 120mph for 1000 km in 1928, and they also flew to Cape Town together .

Entered the MacRobertson Race in 1934 (assigned No 59) but didn't take part.

Was still aviating in 1970.

photo: 1935, aged 20

From Faringdon, Berks. Also a keen yachtsman.

Killed in WWII: 19th June 1940 when a Pilot Officer, RAFVR with 9 Sqn, commemorated at the Runnymede Memorial (i.e. no known grave)

 Mrs Lois Butler

Royal Aero Club Certificate 8634 (14 Jun 1929)

Née Reid

b. 3 Nov 1897 in Montreal, Canada; the "beautiful" [so said Harald Penrose] wife of Alan Butler.

(later, the 'Flying Grandmother', oh well...)

Her first husband having died in 1923, she married Alan Butler in 1925; together they had a daughter and a son.

15th in the Women’s Combined Alpine Skiing at the 1936 Winter Olympics, skating for her native Canada (although she was a member of the British Team before that).

 King's Cup 1933

Post-WWII, the Butlers moved to Rhodesia and bought a tobacco farm, but eventually moved back to Studham Hall, Bedfordshire.

She owned a 1930 DH.80A Puss Moth G-ABGX, which was sold in France in December 1934, re-registered as F-AMRX and whose registration was finally cancelled in 1936.

d. 17 Aug 1970 in Piraeus, Attiki, Greece from a heart attack while on holiday, and is buried in Studham.

Air Transport Auxiliary in WWII

Mr Tom Campbell Black

  photo: 1934

MacRobertson hero (Part I).

b. 22 August 1899 in Brighton

RNAS in WWI, then moved to Kenya as a 'soldier settler'. Persuaded Mrs Florence Kerr Wilson to set up Wilson Airways in 1929, and became her managing director and chief pilot until 1932 when he returned to England as personal pilot to Lord Marmaduke Furness. He always liked horses.

Married Florence Desmond (a famous actress and comedienne) in 1935, before Charles Hughesdon (see below) did.

See here:   for a movie of CWA Scott and Tom Campbell Black explaining how they got from Mildenhall to Melbourne (although Tom, too busy having a fag, don't say much. He only says 'Kircut', actually)

Tom's obituary, in The Aeroplane - September 23, 1936 by Charles G Grey, the Editor

Tom Campbell Black was killed at the Liverpool Municipal Aerodrome at Speke on September 19 in an accident of a kind which has happened over and over again without harm to anybody. That Tom Black of all people should have been killed in such an accident is a freak of Fate.

At present the north side of Speke airport is occupied by 611 West Lancashire (Bomber) Squadron, Auxiliary Air Force. On Saturday Tom Black, who had flown up from Gravesend a day or two before in the Mew Gull in which he was to compete in the Johannesburg Race, was demonstrating the machine to the Liverpool people who had backed him in the race. He had made several flights, and an experienced pilot who saw them said that Tom Black's last landing was the best he had ever seen in a Mew Gull or anything else, and that his landings were better and better after each flight.

To make inspection by the public easier the machine was in a little roped-in enclosure close to the RAF's Bessonneaux temporary sheds. At four o'clock in the afternoon Tom Black started out from this little enclosure intending to fly the machine back to London. His line when taxying out to the proper place from which to take off at the Western side of the aerodrome down by the river against an East wind took him parallel with the boundary of the landing area - necessarily in the direction from which any machine landing into the wind in the ordinary way would arrive.

At that moment Flying Officer P S Salter, RAF, who had taken one of 611's Harts up for a test, was coming in to land, which he did in a quite orthodox and proper manner - up-wind towards the squadron's sheds.

Tom Black started taxying out with a man on each wing-tip. A short way from the enclosure he signalled to the men to let go and speeded up to about 15 mph, then he slowed to about 10mph and was to be seen looking at something in the cockpit. That probably accounted for his not seeing the Hart coming in.

The pilot of the Hart obviously could not see him, and so long as pilots are stuck behind massive motors they never will have a chance of avoiding collisions on the ground.

Those on the ground saw what was happening, but naturally could do nothing to stop it. The Hart came slowly on, taxying towards the sheds, and the left wing of the Mew Gull hit the left leg of the undercarriage of the Hart, which collapsed. Apparently the first revolution of the airscrew of the Hart after the impact hit the top of the Mew Gull's left wing and the next tore straight across the cockpit. The screw then hit Tom Black, who evidently threw up his hands to protect his head when he saw the Hart looming over him, and the screw hit him on the side so that he died from internal injuries.

The narrowness of margin between this fatal accident and what might have been merely an annoying collision is shown by the fact that the windscreen, or rather the forward fixed part of the transparent cover of the cockpit, is untouched, as also is the back-board of the cockpit against which the seat rests. A foot either way would have saved him.

If the machines had met head-on the Hart would probably have removed the motor from the Gull, and though there would have been a fire the impact between the machines would have been so slight that the odds would have been in favour of Tom Black getting out. If the machines had met at a slightly different angle the airscrew of the Hart would probably have chewed up the wing of the Gull and would never have touched the cockpit at all. And naturally if either had been going at different speeds, faster or slower, the collision would never have happened, because the angle of their tracks, which was estimated by an experienced on-looker at about 170 degrees, would just have allowed them to clear one another.

Tom Campbell Black was born in 1899. He went to the Royal Naval School at Greenwich, where he was when war broke out in 1914. Thence he joined the RNAS at Cranwell in 1917. Naturally he was best known even among aviating people, as co-pilot with CWA Scott, of the de Havilland Comet which won the MacRobertson Trophy and its £10,000 first prize in the race from Mildenhall to Melbourne. Later he added somewhat to his reputation by flying from London to Cairo in something under twelve hours, - but these were minor affairs when compared to his real service to British Aviation as the great pioneer of Air Transport in East Central Africa.

With the financial help of that far-sighted lady, Mrs Wilson of Nairobi, he started Wilson Airlines, which today is linked up with Imperial Airways, and was the foundation of air transport in our East African colonies. Tom Black himself made thirteen journies by air between Kenya Colony and England, which did much to convince East Africa. Also by way of proving his arguments he flew round the capitals of Kenya, Tanganyika, Uganda, and Zanzibar in a day.

For all that work rather than for the merely ephemeral notoriety of hitting up a few records Tom Black deserves to be remembered as one of the builders of British Aviation.

As an inidvidual Tom Black was one of the most lovable persons I have met. His Service work and his African flying proved that he was all that a man should be, and he had a far-seeing commercial sense, but with it all he had a sort of juvenile charm and simplicity which endeared him to all who knew him at all well. Everything appealed to him as being intensely amusing, and yet he had an earnest and serious side to his character.

His sense of humour was immense. If only one could get some of his Central African adventures down on paper just as he told them they would be a great success. His story of the Serengetti lion which killed the American tourist who tried to take a kinema picture of it after it had been wounded, and what happened after that, could have been made by Rudyard Kipling into one of his best stories, practically without alteration.

Another of his endearing qualities was his loyalty to his friends. One found it in his admiration for CWA Scott, and his stories of their partnership in their race to Australia. I might make Charles Scott uncomfortable if I wrote all that Tom Black told me about him, but I do think that it is due to both of them to say that when after the Australian race certain handsome financial offers were made to Charles Scott, as the senior pilot, he insisted that Tom Black should share the proceeds with him - and that in an equally proper spirit Tom refused to share.

In March 1935 Tom Black married Miss Florence Desmond. Some day the theatre trade will discover that she is one of the World's greatest tragic actresses, as well as one of our greatest comediennes. In fact the last time I saw Tom he was greatly pleased because at last somebody in the theatre trade had offered his wife a real acting part in a play, instead of just regarding her as a genius in funny films and in cabaret. They were a happy couple, and so completely opposite in temperament that their married life was bound to be a success.

Last year Mr and Mrs Tom Black formed Campbell Black (Aviation) Ltd. to take on any kind of job in aviation. They were the sole directors. The company began its activity by owning a few aeroplanes and letting them out to air circuses and Tom Black used to get quite a lot of fun out of running about the country supervising their activities while preparing bigger schemes. The last time I saw him was on one of those trips to the opening of the Municipal Aerodrome at York. We published a photograph of him at the time. There he was his joyous, boyish self, and that is how I like to remember him.

--------------------

I've read this a few times now, and I still can't quite understand what happened at Speke.

The airport looked like this in 1936:

We are looking north-west; the River Mersey would be bottom left, off the edge of the photo.

If there was an East Wind, aircraft would be taking off and landing into it, so Tom would go to the western end of the landing area.

The Hart would also be landing at the western end, heading east. He would probably land very close to the spot where Tom would be parked, waiting for his turn to take off. The Hart was landing 'up-wind towards the sheds', and then taxied 'towards the sheds'.

So...

what was the Hart doing taxying back westwards? Apparently the two aircraft hit almost head-on - the left wing of the Gull struck the left undercarriage of the Hart. Surely the Gull was static, as Tom was looking for something in the cockpit and obviously not expecting a Hart bomber to suddenly appear on top of him?

...

One explanation is that Tom was parked facing south-south-east, the Hart landed south-west of him and then turned north-west, though I wonder why in that case the Hart pilot didn’t see the Gull.

Unless (and this seems unthinkable) Tom was taxying across the middle of the landing area, not paying proper attention; the Hart landed, came straight on and hit him.

Poor Mr Salter; he must have gone through the rest of his life known as the man who killed TCB.

 Mr Thomas Wight Campbell

  photo: 1921, aged 21

 Mr John Conway Cantrill

   in 1961

 'Jack', b. 28 May 1898 in Manchester.

Manchester University OTC then RFC (Admin Dept) during WWI, later test pilot for Avro. Volunteer instructor with the Lancashire Aero Club and, from 1930, Manager of Aviation Dept of Cellon [manufacturer of aircraft dope and finishes].

In 1925, "Mr. Cantrill, having no pupils down at the aerodrome, spent the afternoon shooting and returned with two good hares. This shooting is becoming a popular pastime for those who are waiting to fly."

Taught Winnie Brown to fly; rejoined the RAF in December 1939, again in the Administrative and Special Duties Branch.

In 1944 he resigned his commission as a Wing Commander, and rejoined Cellon.

d. 1978 on the Isle of Wight.

  Maia Carberry

wife of John (Lord) Carberry.

In September 1927 Alan Butler (with Peter Hoare as passenger), and Hubert Broad, who took Maia, went to Venice to support the British Team in the Schneider Cup in Venice.

In case you were wondering, "Mrs. Carberry wore a pale blue leather flying helmet to match the colour of her Moth aeroplane."

She owned:

a 1927 Fokker F.XI, G-EBUT VP-KAB/VH-UTO 'Miss Africa', and

a 1927 DH.60X Moth, G-EBSQ, in which she was killed in an accident in Nairobi on the 12 March 1928.

 Flt-Lt (later Sqn-Ldr) (Sir) David Vaughn Carnegie KBE CB AFC

photo: 1930

One of the most experienced flying-boat pilots in the country: 3,000 hours by 1931.

RNAS during WWI, then flew in and around the Mediterranean and the Far East; spent 18 months as honorary instructor to the Singapore Flying Club.

Later an Air Vice Marshall.

 Sir Charles Roderick Carr KBE CB DFC AFC

photo: 1916, when a Flight Sub-Lieut. in the Royal Navy, aged 25

photo: 1947, aged 56

Born Feilding, New Zealand.

Part of Shackleton's last Antarctic expedition in 1921, later Air Marshall RAF and Chief of the Indian Air Force.

 Mr Larry L Carter

  photo: 1923

One of the original AT&T pilots after WWI.

In May 1922, "Mr. Larry Carter had an unusual experience while flying the 10-seater Bristol from Paris to London on Wednesday. Just as he rose from the ground at Le Bourget one of the joints of his under-carriage became loose, and a portion of the under-carriage was left hanging down. This was quite unnoticed by Mr. Carter, but the officials at Le Bourget saw what had happened and wirelessed to Croydon a full description of the occurrence. The wireless operators at Croydon, as soon as Mr. Carter came within speaking range, "rang him up" and told him what had happened. Mr. Carter, being thus warned of what difficulties were in store for him when the time came for him to land, was able so to manoeuvre his machine that, after a landing which excited the admiration of all the pilots on the aerodrome, only the tip of one wing was damaged. Had he not been made aware of the breakage in the under-carriage it is highly probable that a serious crash would have resulted."

Gloster's test pilot from 1923; he flew the prototype of the Grebe (derived from the SE5) in that year's King's Cup race.

Fractured his skull and broke a leg when the Gloster II racer crashed in 1925, and in 1928 (not having flown since) died from meningitus, aged 28.

 Mrs Mary Margaret Carter

Royal Aero Club Certificate 8871 (27 Oct 1929)

 b. Paarl, S Sfrica, 9 Sep 1899

Ikmperial Airways, based in Cape Town from 1929

Promoted to Senior Master in October 1938

 Lt Owen Cathcart Jones

       1934     

 Mrs Edith May Chalmers

Mr John William Pender Chalmers 

photo: 1928, aged 40

Capt Paul Richard Tankerville James Michael Isidore Camille Chamberlayne AFC

known as 'Tanks' (rather than Paul Richard Tankerville James Michael Isidore Camille).

b 15 May 1895 in Larnaca, Cyprus, of an Austrian family;  educated at Eton, then a Captain in the 11th Hussars in WWI who transferred to the RFC in 1915. He then went to Canada in 1918, and was Chief Flying Instructor at the Toronto 'School of 'Special Flying' for a year.

Whilst racing at Hendon in July 1919, a couple of weeks after the Aerial Derby, Capt Chamberlayne had a "miraculous escape... [he] is to be congratulated on still being alive. He lost control of the machine and flew straight into one of the iron supports of a hangar. Fortunately the machine remained 'stuck' where it had hit, and he managed to extricate himself almost unhurt, although soaked with petrol."

He had already won the race, btw, and was just showing off.

Later, Chief Pilot of the Grahame-White School of Flying, then rejoined the RAF (India in 1920, Andover in 1927, Sqn-Ldr in Iraq 1932-35, Assistant Air Attache in Paris 1937 then Lisbon in 1938).

Wing Commander from 1938; Air Commodore in 1943.

When war was declared in Europe in 1939, he became desperate to return to Britain to see action and apparently "tried to upset the German Embassy by getting drunk and singing 'Rule Britannia' under their windows."

d. 3 May 1972

 Lt Dewan Misri Chand

  in 1936

b. 11 October 1907

'Infantry Officer in the Indian Army who learned to fly with the Bombay Flying Club and has followed the sport with zest. He won the Viceroy's Cup Race in February, flying a hired Club Gipsy Moth, and came to England to have a shot at higher game.'

Also entered for the Schlesinger (Portsmouth - Johanesburg) Race in 1936, but the aircraft was not ready in time.

Later, a Major General.

d. 13 March 1970.

On 22 October 2009, the Indian Post Office issued a stamp in his honour.

 Roy Williamson Chappell

  in 1916, as a 2nd Lieut., R.F.C.

b. 31 Dec 1896 in Croydon

RFC in WWI; Mentioned in Despatches in 1917, wounded in January 1918, then the Military Cross in June; "Temp. Capt. ROY WILLIAMSON CHAPPELL, R.F.C.—For conspicuous gallantry and devotion to duty. He showed the greatest skill and courage in leading patrols, with the result that during four days' operations the formations which he led destroyed nineteen enemy aeroplanes and drove down several others, the fate of which was not observed, owing to the intensity of the fighting. He has destroyed altogether five enemy machines, and has driven down seven others out of control."

Having ended WWI with 18, er, 'Huns', he took part in the RAF Pageant of 1920 "the Kenley team (consisting of Flight-Lieut. T. E. Salt, A.F.C. (3 Huns), Avro ; Flying Officer F.L.Luxmore (4 Huns), Bristol; and Flight-Lieut. R. W. Chappell, M.C. (18 Huns), Snipe) proved an easy winner."

 Mr Roscoe TM Clayton

 in 1931, when a Captain in the RE, at RAE Farnborough, aged 31

Not sure about this - he's the only R Clayton I could find

 Adelaide Franklin Cleaver

b. Adelaide Pollock in Northern Ireland in c.1885, the daughter of the Minister of Finance.

Adelaide (a.k.a. Mrs Hylton Spenser Cleaver) spent 3 months in 1929 flying to India and back, in her DH60G Gispy Moth G-AAEA. She was piloted by Captain Donald Drew, of Imperial Airways, and arrived back at Croydon on June 10th.

Here they are, lunching in the desert:

They had travelled as far as Egypt with Leonard Slatter, who was flying his newly-delivered Bluebird to Cape Town.

She didn't get her RAeC Certificate until June 1930, so I suspect he did most of the flying on that trip. However in Ocotber 1930 she made probably her greatest achievement  - her flight from New York to Hollywood in her Moth, which she took with her on a steamship.

In July 1933, she was responsible for a "well-organised Flying Display which was held at Aldergrove Aerodrome, Co. Antrim. Her avowed intention was to stimulate air-mindedness in Ulster, and from the number of spectators who went to see the Display there is little doubt that she succeeded. We gather that from every point of view it was a great success."

In 1934, Mary de Bunsen wrote that "Mrs Spencer Cleaver makes the usually fatiguing journey to Northern Ireland three or four times a year in her own aeroplane, and, fitted with extra tanks to save refuelling during the day, it has many times enabled her to breakfast in London, shop in Paris from 11 to 1, and return in plenty of time for dinner at her house in London."

She owned:

a 1929 DH.60G Gipsy Moth, G-AAEA, which she sold to Venetia Montagu;

a 1930 DH.60G Gipsy Moth G-AAVY, which she sold to Lady Howard de Walden;

a 1930 DH.80A Puss Moth, G-ABFV, and

a 1933 Percival D.2 Gull Four IID, G-ACIP.

d. 14 August 1939 at Cooden, Sussex 'after a long illness', aged 54.

 Mr Leslie Harold Talbot Cliff

 in 1930, aged 22

b. 5 Jun 1908 in The Curragh, Ireland.

In 1930, a Law Student', address given as the Langham Hotel, London.

m. 1935 Violet H [Supple]

By 1936, 'A flying instructor at Brooklands, and a skater of some repute' - he and Violet "skated pairs, winning bronze medals at the World Championships in 1936-37, a silver medal at the 1936 European Championships, and they came fourth in the 1938 Worlds and 1933 and 1937 Europeans.

They won the British Championship every year from 1934-38. When they sought to regain their title after the war, in May 1946, they were beaten by Dennis and Winnie Silverthorne." 

see https://www.sports-reference.com/olympics/athletes/cl/leslie-cliff-2.html

  1936

see http://skateguard1.blogspot.com/2019/03/the-1936-world-figure-skating.html

d. 2 Aug 1969 - "Brunthorpe", Mont Gras d'Eau, St. Brelade, Jersey

 His obituary in 'Flight' says "Leslie Cliff, AFC, who died recently at his home at St Brelades Bay, Jersey, was one of those who played their part in popularising British private flying in the early thirties.

In 1928 he owned a D.H. Puss Moth and learned to fly in it at Lympne, and in 1935 he became one of the instructors of the Cinque Ports Flying Club at Lympne; he moved from there to Brooklands in 1937.

In the following year he entered the King's Cup Air Race in a Miles Hawk and flew with his wife Violet into third place. The summer of 1939 found Leslie Cliff at Sywell, instructing at the RAF EFTS there.

Later he volunteered as a night fighter pilot on Beaufighters. When it was discovered that he had been a civil instructor with twin experience he was retained as an instructor, training pilots for night fighting. Towards the end of the war he was sent to Robertsfield, Liberia, for anti-submarine duties."

  1929, Royal Naval College, Greenwich

 b. 26 Oct 1907, Greetwell, Lincoln

 Joined the Royal Navy 15 June 1925, Midshipman 1926, Acting Sub-Lieut from 1 Jan 1929

25 Jan 1929 - "Wants Fleet Air Arm!"

Resigned from RN 1 Sep 1929 and applied to the RAF the following year.

Post-WWII, a pilot for British South American Airways

 F/O Arthur Edmond Clouston

  in 1936, aged 28

Famous D.H. Comet pilot, from New Zealand. Civil Test pilot at RAE Farnborough in 1936. Flew Desoutters in other races.

  With the Brittania Trophy

© The Royal Aero Club [0654-0280]

d. 1984

 Mr (Sir) Alan John Cobham KBE AFC

  in c.1934, aged c.40

see: Alan Cobham's Flying Circus

 Jackie Cochran

 b. 11 May 1906 (as Bessie Lee Pittman) near Mobile, Alabama

"Jacqueline Cochran's earliest memories are of life with a foster family on what she called "Sawdust Road," but what was, in fact, a lumber mill town in northern Florida. In her autobiography she remembered having no shoes until she was eight years old, sleeping on a pallet on the floor and wearing dresses made of cast-off flour sacks. As a child she was hired by a beauty shop owner, and by the time she was 13, she was cutting hair professionally. In the 1920s she became one of the first women to master the newly invented permanent wave. But one of the customers, noting Cochran's spark, encouraged her to do something more serious with her life. With very little formal education, Cochran enrolled in nursing school.

Even though Cochran completed three years of training to be a nurse, she never quite adjusted to the profession. In her autobiography, she remembers not ever getting "comfortable with the sight of blood." She constantly had to resist the urge to hand in her notice, reminding herself that a nurse was more valuable than a beautician. But she was never convinced, and an experience delivering a baby to an impoverished mother in Florida helped drive her back to the beauty trade. She remembered three children were sleeping on pallets next to the woman giving birth. "There I was with neither the strength nor the money to do the smallest fraction of what needed to be done to make those lives better... . In a beauty shop the customers always came in looking for a lift. And unless I really screwed up," she concluded, "they left with that lift."

Her next job as a beautician at Antoine's in New York's Saks Fifth Avenue brought Cochran into her future husband's world. At a dinner in 1932, the dashing millionaire financier Floyd Bostwick Odlum advised Cochran that if she were ever to realize her dream of setting up her own cosmetics firm, she'd need wings to cover enough territory to beat her competition. Cochran took the advice to heart, and that summer she learned to fly. "At that moment, when I paid for my first lesson," Cochran remembered later, "a beauty operator ceased to exist and an aviator was born."

Macrobertson Air Race in 1934

Excerpt from: "JACKIE COCHRAN, An Autobiography" by Jacqueline Cochran & Maryann Bucknum Brinley

"Gee Bee stands for Granville Brothers, a Springfield, Massachusetts, airplane company which made fast, unstable, dangerous planes in the thirties. The nearly cute nickname is a sham. They were killers. There were few pilots who flew Gee Bees and then lived to talk about it. Jimmy Doolittle was one. I was another.

I tell you all this as a prelude to my story about the London-to-Australia race. I flew a Gee Bee, the QED Gee Bee, but a Gee Bee nonetheless. The QED was Latin for "Quod Erat Demonstrandum" and came from the designers who translated that as "Quite Easily Done." It was not easily done, however. The crazy QED violated basic rules of aerodynamics.

Clyde Pangborn had entered his name in the race, hoping to find himself in a Gee Bee but, because of problems at the factory as well as an offer from Roscoe Turner, who had never flown over oceans before and knew that Clyde had, the QED was still sitting in the hangar, almost ready to go. Clyde had joined Roscoe's team but was still the registered owner of an entry.

He had the official right to name an alternate crew, and I knew it. Sitting in New York, after my conversation with Royal, searching for a way to stay in the race, I remembered Clyde's QED and made all the right calls.

Granville Brothers knew me because I myself had approached them earlier in the game but had changed my mind when I compared it with the chance to be in a Northrop. Jack's planes were so streamlined and beautifully fast for their day.

But any plane was better than no plane. I bought the Gee Bee with a little help from my friend Mabel Willebrandt. Granville Brothers were pleased because they were anxious to make a name for themselves in such a prestigious international contest. They even offered to send mechanics along to complete the plane en route to London on the ship.

In the meantime, I had Wesley Smith and Royal Leonard take some of the sophisticated equipment out of the Northrop Gamma so we could install it in our Gee Bee.

We had four hours to make the official arrangements with the London officials. I needed what was called an airworthiness certificate, numerous permissions to fly over all those countries, not in a Gamma but a Gee Bee, and Mabel turned on the steam. Mable even convinced a Department of Commerce official to go along on the boat to do the necessary testing.

Landing lights, flares, radio equipment - we planned to install as much as we could as we crossed the Atlantic, in spite of storms and seasickness. Not much would get done as it turned out.

All this was done by telephone. I never set eyes on that Gee Bee until I arrived at the airport near Southampton, England, and tried to fly it to the field where the race would commence, twenty-four hours later. It was a disaster and still incomplete. The other disastrous aspect was the tremendous publicity surrounding the contestants. I had never experienced anything like it. I never sought publicity like that in my life because mostly it's a waste of your time. And I didn't like the scene there in London one bit.

The press kept rumoring about the mysterious American woman entry, but there was nothing mysterious about my whereabouts or doings. I had a tricky, incomplete plane to contend with. In the meantime, Clyde Pangborn was giving me trouble and demanding that I pay him for the transfer of his entry. After all the anguish that Gee Bee had caused me - at that point I had no idea my troubles were just beginning - he had some nerve asking for money.

I was furious. And I told him so. If I had been a man, we would have gone out behind the hangar to fight it out....

The starting point the next morning was a nearly-completed Royal Air Force base at Mildenhall, sixty miles north of London. The lord mayor of London was there promptly at 6:30 am to drop the official white flags. Planes took off at 45-second intervals, and the famous team of Mollisons - Amy was a wonderful pilot and flew with her husband - were first. Wesley and I were fourth in line and had been warming up the engine, but as soon as we were airborne, the plane sort of staggered, dipped slightly, and I knew we were in for a real ride.

Neither of us knew that Gee Bee well enough. We recovered speed, however, and we were serious about sticking with it.

The haze was horrible and I was happy Wesley had been such a nag about my instrument training and Morse code lessons. This race, however, was actually the first and last time I relied on Morse code.

After all the hullabaloo in America about this contest, only three American-crewed entries remained: Roscoe Turner, the United States speed king at the time; Jack Wright, a stunt pilot from Utica, New York; and me. When you compared the elaborate preparations I had made for the flight - sending specialists ahead on the route with automatic refueling devices, flares, spare parts, personal items, extra instruments - as well as the whole debacle with my Northrop Gamma - to Jack Wright's simplistic attitude, I really wondered.

All Jack wanted to do en route was to "fly this plane while it's still mine". It was a tiny Lambert Monocoupe with a single 90 horsepower that hummed along. Who had more sense: him or me?

I had even sent clothes along to Melbourne so I'd have something to wear to the festivities.

But I wasn't alone with my big thinking. Roscoe Turner had gone into hock to buy a Boeing transport plane he called the "Nip and Tuck". Then because of rough weather he hadn't been able to get it off the ship at Plymouth. They had to take it over to France, to Le Havre, where the French tried to make him pay import duty of $20,000. He got around that but had to unload the plane, assemble it, and fly it back to England in time.

That was funny about all of our best-laid plans was that the Europeans had been sullen and some of them openly angry about what they believed to be a Yankee conspiracy to walk away with all the prize money.

Little did they realize. My Gee Bee was the fastest plane in the race, I believe, but right from the start I realized that it wouldn't be speed that would win.

Jackie and her co-pilot Wesley Smith were forced down by engine trouble in Rumania.

In 1953 she became the first woman to break the sound barrier in a F-86 Sabre jet fighter, earning the title 'America's Fastest Lady'.

d. 9th August 1980 in Indio, California, aged 74

Air Transport Auxiliary in WWII

b. 1893

later Air Chief Marshall The Hon R Cochrane.

In 1930, he was at the RAF Staff College.

photo: 1930, aged 33

b. 9 Feb 1895, the 'willowy' Vickers chief test pilot - he and his assistant Frank Broome (q.v.) were known as the 'Heavenly Twins'.

RFC in WWI (7 victories).

Married Miss Lorna Lockyer in 1921.

Killed in WWII: on the 29th November 1940, when the Running Horse(s?) Pub in Erith was bombed.

His 6-year-old daughter Kathleen also died and they were buried at the church of Saint Mary, Sunbury on Thames.

Lorna also died during the Blitz. Some children survived and were split up and most were adopted, losing touch with each other.

Flt-Lt Nicholas Comper

  in 1916, aged 19

lecturer at the Cranwell Engineering Laboratory, ex Cambridge University.

Designer of the Comper Swift; died in 1939 after a practical joke went wrong

 Mr Arthur Harry Cook

  in 1932, aged 23

b. 29 May 1909 in Bletchley, Bucks; educated at Bletchley Grammar.

In 1932, worked for Beacon Brushes Ltd, Bletchley; apparently, brush-making is Bletchley's oldest large-scale industry and Beacon Brushes was formed in 1926 by 'Jack Cook and his sons'. See http://www.discovermiltonkeynes.co.uk

Arthur's father was called Arthur John Dennis Cook, but anyway by 1943 our Arthur was 'Works Manager and Joint Managing Director' of the firm, based at Church Farm, Wavendon, Bucks. Which is near Bletchley (that's enough mentions of Bletchley).

Air Transport Auxiliary in WWII

d. 1980

 Flt-Lt Frederick Sidney Cotton OBE

  in 1920

in 1916, when a Flt Sub-Lt in the RNAS

b. 17 June 1894 in Bowen, Queensland, Australia

RNAS in WWI; he invented the 'Sidcot' flying suit, which was standard issue in the RAF until the 1950s.

There was a curious period in early 1920 when four sets of people tried to fly from Cairo to Cape Town; not for any particular prize or competition, but just because they fancied being the first to do it. Frederick Cotton and his engineer Capt W A Townsend flew a DH.14a and were the least successful of the lot, making a forced landing in southern Italy and writing off the machine before they even got to Cairo.

In the winter of 1920-21 he and Alan Butler were in Newfoundland, "doing some extremely useful work surveying, spotting for seals, etc", and the following September they both competed in the Croydon Aviation Meeting.

In late 1922 he had "exciting times" in flying from Newfoundland to the newly-discovered gold fields at Labrador. He then settled into being a pilot in Newfoundland, although he came back to England occasionally, for example for the 'Portsmouth Trophy Race' round the Isle of Wight in 1934, in which he came second.

Married 3 times, clever, sometimes quite rich (although he died penniless) and rather, er, "unorthodox" (bleedin' awkward, by the sounds of it), he spent WWII as an unofficial advisor to the Admiralty, especially involved with photographic reconnaisance and airborne searchlights.

d. 13 Feb 1969 in London

see http://www.awm.gov.au/findingaids/private/cotton.xml

 Capt Frank Thomas Courtney

        photo: 1972, holding the King's Cup at the RAF Museum, Hendon, aged 78

http://www.earlyaviators.com

Also flew in the 1929 Cleveland National Air Races. Also flew the Cierva autogyro in 1925, (but not in the King's Cup)

 Miss Fidelia Josephine Crossley

   in 1930, aged 25

  At Combermere Abbey in 1932

'Delia', born 1st June, 1905, the daughter of Sir Kenneth Irwin, 2nd Baronet Crossley, Chairman of the Crossley Car and Engineering companies in Manchester.

In 1919, the Crossley family moved to Combermere Abbey, Whitchurch, Shropshire and her father held the offices of High Sheriff and Justice of the Peace for Cheshire. These days, although it continues in private ownership, Combermere Abbey ‘welcomes visitors in groups or on specific days by appointment’. It has been described as ‘one of the most romantic places in Europe’ .

Gained her pilot’s licence in 1930. She only competed in the King’s Cup once - in 1931, when she was the only woman competitor to finish, a gallant 20th out of the 21 finishers (another 20 dropped out on the way, don't forget).

August 1931 found her in Dublin; "Among the visitors was one who deserved especial mention, and that was the intrepid Miss Crossley, who put up such a fine show in the recent King's Cup race. She flew the long way round, and is now continuing to tour the country."

In 1932, she visited India, where "we hear she has been doing a considerable amount of flying." In fact, she competed in the Viceroy Cup (India's version of the King's Cup) with 5 other English pilots and 6 from India.

She also competed in several other races and gatherings, e.g.

• Ladies event at Reading (May, 1931) - the other competitors were Amy Johnson, Pauline Gower, Dorothy Spicer, Gabrielle Burr (Patterson), Susan Slade, and Winifred Spooner - a historic gathering indeed.

• London-Newcastle, August 1932, in Comper Swift G-ABUA; finished 11^th of 18
• Yorkshire Tophy Race, September 1932 (not placed);
• Heston-Cardiff, October 1932, also in Comper Swift G-ABUA; finished 3^rd of 9
• the second 'Bienvenue Aerienne' in France (July 1934)

Delia with C C Grey (editor of 'The Aeroplane'), Mrs Grey, Connie Leathart and others.

 She also entered her Comper Swift in the 1932 King's Cup Race, but withdrew before the start, and seems to have retired from air racing in 1935.

On the outbreak of WWII, Delia became an ambulance driver for the London County Council, but then applied for a job as a ferry pilot for the Air Transport Auxiliary (ATA).

Air Transport Auxiliary in WWII

She married Geza O Schubert in September 1949.

Fidelia’s de Havilland D.H. 60G Gipsy Moth G-AAKC (seen here behind G-AACY) was first registered in July 1929, and she bought it from Malcolm Campbell Ltd, the Moth distributors for the UK. She eventually passed it to her father, and it was then sold in South Africa in 1937.

Her Comper Swift was first registered in February 1932 to  J D M Gray, and she sold it to Arthur H Cook. It ended up in Indonesia.

... and there's a splendid page about 'Combermere's Pioneering Aviatrix Delia Crossley' here, written by the archivist at Combermere Abbey.

 Winifred Mary Crossley 

  in 1934, aged 28

 b. 9 Jan 1906 in St Neots

Winifred spent more than five years towing banners for aerial advertising and as a stunt pilot in an air circus. She served for the full 5 years of the ATA in WWII.

Separated from her first husband; in 1943 she married airline captain Peter Fair, head of BOAC-owned Bahamas Airways in Nassau."

Died in 1984 in Aylesbury, Bucks.

Air Transport Auxiliary in WWII

  1927

 b. 26 Oct 1898, Bacton, Norwich

A Farmer, of 'Bacton Abbey', Norwich

In July 1931, the owners of the Norfolk and Norwich Aero Club decided that they would like to "repay a little of the hospitality they had had from the hands of other private owners of other clubs.

Some forty aircraft arrived from all parts of the country, and were welcomed by Messrs Gough, Surtees, Brett and Cubitt, bunches of tickets were shoved into their hands, and they were told to jolly well enjoy themselves ... which they did!!

On the Sunday they went over to Pat Cubitt's place at Bacton on the coast, and were treated to a picnic lunch on the sand dunes.

d. 14 Dec 1955 leaving £48,748 5s 5d (having inherited about £62,000 in 1929)

 b. Edinburgh 22 Sep 1899

flew in N Ontario 1926-7; 1926-30 on the trans-prairie night mail; Imperial Airways from 1930

RAeC Certificate No 22856 in 1947, by which time he was a Company Director and lived in Epsom, Surrey.

 Margaret Macdonald Cunnison

  in 1933

 b. 29 May 1914 in Bourneville, Birmingham, but educated at Laurel Bank School, Glasgow.

Father: James Cunnison, of 19 Montrose Gardens, Milngavie, Dumbartonshire.

5 foot 2, eyes of, er, hazel.

From May 1937, Chief Flying Instructor with the Strathtay Aero Club, Perth (the one in Scotland). She was only the second woman in Scotland to gain a commercial pilot’s licence, and the first to become a flying instructor.

She then became one of the 'First 8' women ATA pilots, joining on the 1st January 1940 as a Second Officer.

Air Transport Auxiliary in WWII

She married Major Geoffrey B Ebbage, an ophthalmic surgeon with the RAMC, in 1941.

d: 4 January, 2004, in Haddington, aged 89

 I think this must be Flt-Lt (later Sqn Ldr, Wing Cmdr from 1939, Grp Capt, CBE) Edward Hugh Markham David, who served in the Navy in WWI, as a cadet at Osborne in 1914 and Dartmouth, and a midshipman in the 'St Vincent', 'Whiteley', and 'Revenge'. He was one the very first tranche who trained at RAF Cranwell when it opened in 1920.

b. 10 Jan 1901 in Monmouth, he was posted to Iraq in 1921-25 and Aden in 1932-4, then became Adjutant of 604 (County of Middlesex) Squadron, Auxiliary Air Force.

DFC in September 1941; retired and moved to Malta after WWII; his daughter Diana Elizabeth Markham married in 1952.

d. 1957

 F/O Cyril G Davies

Partnered Lt-Cmdr E M Hill in the MacRobertson Race

AHSA_1985_AH_Vol_24_No_1-2 says:

"The pair who had flown together in the Fleet Air Arm became known as “Burglar Bill and the Missionary”. Davies earned the title of the “missionary” no doubt because since leaving the R.A.F. some time previously he had been running a shelter for destitutes in the West End of London. 

 Flt-Lt Wilfrid Leslie Dawson

  in 1917, when a 2nd Lieut., RFC, aged 27

b. 2 Apr 1890 in Huddersfield.

One of the first tranche of cadets at Cranwell when it opened in 1920.

Posted to RAF Staff College, Andover from January 1934, for 'Staff College Course No 12', then posted to 'Headquarters, Palestine and TransJordan' the following year.

Sqn Ldr from 1936. Married Elizabeth McIntyre, and their daughter was born in the Government Hospital Jerusalem in 1936, while he was also learning 'colloquial Arabic'.

216 (Bomber Transport) Sqn in Egypt in 1937, Wing Cmdr from 1939. In December 1939 he was one of 6 who survived the crash of an Imperial Airways airliner which crashed in the Mediterranean (5 died).

Grp Capt and CBE in 1943; Air Commodore and CB in 1945; Air Vice Marshall in 1948; Deputy Chief of Staff for Plans and Operations at NATO in 1953.

in 1932, aged 22.

Mary was born 29 May 1910 in Madrid, the daughter of Sir Maurice, the British Ambassador there.

She had been dragged round dances and hunt balls by her parents in the hope of finding her a suitable husband - these were, of course, in short supply after the carnage of WWI.

"I was far too innocent to realise... that with a lame leg [after a childhood attack of polio] and horn-rimmed glasses I stood no chance whatever". 

She contributed many articles to aeronautical journals during the 1930s.

Her autobiography is called "Mount up with Wings"

d. 1982 in Dorset.

Air Transport Auxiliary in WWII

Capt (later Sir) Geoffrey de Havilland O.M. K.B.E A.F.C Hon.F.R.Ae.S

   1911, aged 29       1936, aged 54

 Mr Geoffrey Raul de Havilland

  1936

Geoffrey Junior, aka 'Young D.H.' born in 1910 and learnt to fly at Stag Lane at a tender age. Took over as chief test pilot at de Havillands when Bob Waight was killed.

Second Brit to fly a jet-propelled aircraft on its first flight, the Vampire in 1943. Killed when the second DH108 Swallow broke up and crashed in the Thames estuary in 1946.

Flight 18^th April 1946

As a test pilot young D.H., as he is universally called,has not an exceptionally long history. He took over the chief test pilot's position in October, 1937, when R. J. Waight unfortunately lost his life on the T.K.4. Being, however, the son of his illustrious father, Sir Geoffrey de Havilland, who designed, built and test flew his own aircraft from 1911 onwards, young Geoffrey can be said to have been ''in the industry'' from the very cradle. It is not generally known that Sir Geoffrey took his R.Ae.C. ticket No. 53 in February, 1911, on the second machine of his own design and construction, and that he has made many of the first flights on new D.H. types right up to the Moth Minor in 1938.

Geoffrey's first flight is lost in the dim past, but certain it is that at the tender age of six he was flying with father at Hendon in a D.H. 6 (also known as the Clutching Hand). When 18 years of age he left school and came to de Havillands as a premium apprentice for 4 years and learnt to fly on Moths at the firm's reserve training school. After spending two years in the drawing office—much of the time being spent looking out of the windows envying the pilots—he joined the Air Operating Company, who were doing a lot of air survey work in South Africa. This, however, gave him but very little flying, and at the end of six months, he came back to England to become a flying instructor to the D.H. Technical School. The aircraft were wooden Moths built by the students. In 1929 he took his B licence; a very simple business in those days. Some 20 or 30 hours' solo flying, a little cross-country work, a simple "Met" exam, and about one hour's night flying at Croydon was sufficient to qualify.

In 1934 Capt. Hubert Broad was chief test pilot of de Havillands, and Bob Waight looked after the production side. There was so much work, however, that Geoffrey was given the opportunity to lend a hand testing Tiger Moths, Dragons, Rapides, Express Air Liners, and Hornet Moths.

Broad left the company in 1935 and Waight took over, starting, with the Dragonfly and later the Albatross. It was during the period when the prototype Albatross was going through its development flying that Waight lost his life, and de Havilland took over as chief test pilot. Nobody could have taken on a more interesting or more complex job because the Albatross was completely experimental from tip to tail. Engines were new, construction was new, and the layout was extremely advanced.

He had a curious experience on the Albatross. While its strength was ample for all flying loads, some unfortunate drilling had weakened the fuselage under ground loads, and shortly after landing from a test flight the machine broke in halves on the ground.

When war broke out lie was busy testing Oxfords and Flamingoes, but when things became desperate at the time of the Battle of Britain, de Havillands did a big job doing emergency repairs to shot-up Hurricanes.

Dick Reynell of Hawkers came over and gave Geoffrey the "know how" on Hurricanes. A little later Dick went out on operations with his old squadron (No. 43) and was, unfortunately, shot down.' He was an excellent test pilot and a gallant gentleman.

Improvised Runway

Geoffrey flew the first Mosquito at Hatfield on November 21st, 1940, but he is more proud of the first flight of the prototype Mosquito fighter. This was built at a dispersal factory with no airfield. To save some six week's wasted time in transport and re-erection at Hatfield, Geoffrey used local fields by having bridges built over ditches to give him a 450yd run for take-off, and then flew the fighter to Hatfield.

He is, of course, one of the only two men in Britain to have made first flights on jet-propelled aircraft. The Vampire was flown for the first time on September 21st, 1943, but Geoffrey had already flown the Gloster E.28 at Farnborough. The first airing of the Vampire proved it to be a tribute to the D.H. design and aerodynamics staff, as it behaved almost exactly as they had forecast. There was, however, somewhat of an aileron overbalance which limited the speed to 250 m.p.h. and a rather severe tip stall.

Geoffrey de Havilland had made a number of investigation flights on Mosquitoes for compressibility effects, but on the Vampire he has done extensive work. The Vampire, under the effects of compressibility, executes a series of sudden high-speed stalls: the path of the machine is similar to an artist's conception of a streak of lightning, and unless the pilot is strapped-in tightly he is likely to be knocked out by hitting the cockpit roof.

Geoffrey, with another pilot, has flown the Vampire in tight formation at over 500 m.p.h., and to investigate snaking, which is causing considerable trouble on most jet aircraft, he has flown the Vampire with rudder locked.

Like most of the test pilots, he is living on borrowed time, they having at some stage of their careers had close shaves. Strangely enough, Geoffrey's nearest go was on about the mildest type he ever flew. It was the first production Moth Minor. The prototype had completed its spinning tests, and the same tests on the production model appeared to be only a matter of form. He was flying with John Cunningham (now Group Capt., D.S.O.,D.F.C., and test pilot for the D.H. engine division) at the time. The Minor was put into a spin at 5-6,oooft, but after it had failed to come out in five turns and the engine had stopped, a panic decision was made to abandon ship.

Test-flying a Hurricane, too, almost saw him off. This particular aircraft had had a gruelling time in the Battle of Britain, and the whole canopy came off at 4,000ft.hitting him in the face as it blew backwards. At first blind through the amount of blood in his eyes, he flew more by instinct than anything else until he found he could get a little relief by holding his face close to the instrument board. The blood dispersed a little and he was able to land through what appeared to be a thick yellow haze. He wears the scars across his nose to this day, and there was a terrible moment during that flight when he thought he was really blind.

On another occasion the oxygen bottle contained only compressed air, and the effects from this were at first blamed on the previous night's party.

At the other end of the scale was the test of the T.K.5, a tail-first aircraft built by the technical school. Impecunious at the time, Geoffrey had already mortgaged the bonus for the first flight. Imagine his consternation then when, after roaring the whole length of Hatfield airfield, the machine showed no sign of lifting. The forward elevator was ineffective. The T.K.5 never did fly and was finally abandoned.

In the days of peace before the war Geoffrey de Havilland was to be seen at all the air meetings and twice finished 4th in the King's Cup Race flying the TK1 and TK2.

 1931, aged 18

b. 1894

A descendant of William the Conqueror, apparently.

With the cast of 'The Blue Squadron' in 1934 - l to r: John Stuart, RPG Denman, 'Doc' Salomon (Studio Manager) and Greta Hansen.

http://en.wikipedia.org/wiki/The_Blue_Squadron_%281934_film%29

A Civil Servant (Board of Education) who then worked for Airwork - by 1936, a director of Heston Airport. He seems to have specialized in wireless equipment.

M.A. (Cantab); member of the Old Etonian Flying Club; he was also a member of 'the Listeners', who won a spelling bee against the BBC in 1938. He was one of the few people who made no mistakes!

Later a Lt-Col in the Royal Corps of Signals.

Killed in WWII; 20 November 1941 in Libya, aged 46.

 1932

 b. c.1898. From Warfield, Berkshire.

Flight, 1939: "Capt. Mark Diamant has been appointed as the new general secretary of the Guild of Air Pilots and Navigators. He has been associated with the work of the Guild almost since its inception. He was a [WWI] pilot, and was for some five years the manager of the aviation department of the Dominion Motor Spirit Co. Capt. Diamant is well known in the flying club world and is, if we remember correctly, actually a member of some dozens of clubs all over the country."

Killed in WWII: 30th January 1942, when a Wing Commander, 24 Sqn RAF(O); his remains were cremated at Oxford

 Father: Frank Dickinson, a Merchant, Mother: Sarah Jane [Bayley]

2nd-Lieut, RFC, RAF in WW1; Pilot Officer from 20 Nov 1923

He was one of two pilots who inaugurated the Belfast to Liverpool Daily Air Service in April 1924 (the other was Alan Cobham), He started out at 05:30am in his D.H. 50, but the weather was so bad he could get no further than Southport Sands.

m. 18 Nov 1923 in Richmond-upon-Thames, Marjorie Winifred [Lloyd-Still] (1 daughter, Katheen b. 1926)

Elected a Member of the Royal Aero Club in June 1925

Formed Aero Hire Ltd in 1927, based in Birmingham, to "establish, maintain and work lines of aeroplanes, seaplanes and taxi-planes and aerial conveyances, etc. (later co-owned, with L W van Oppen,)

Competed in the King's Cup in 1929, flying G-EBTH, a DH.60X Moth. He was forced to retire at Blackpool.

Hon. Secretary and Chief Instructor, Hertfordshire Flying Club, St Albans in 1932

He owned G-EBZZ, a 1928 DH60 X Moth, which crashed at Stansted Abbots 23 Jun 1934

One reported accident:

- 14 Mar 1939, flying G-AEDD, a 1936 Avro 504N belonging to Publicity Planes Ltd; he hit a fence and crashed at Calderfields Farm, Walsall, after engine failure.

Address in 1939: 'Muree', Queen's Rd, Sandown, Isle of Wight

Briefly (5 Jun to 5 Jul 1940) a pilot for the Air Transport Auxiliary (ATA)

Sub-Lieut in the Royal Navy from 15 Jul 1940

Address in 1962: 10 Oakwood Rd, Rayleigh, Essex

d. 3 Sep 192 - London

  an Air Mechanic in 1913

 1934

 One of the original 16 pilots of Imperial Airways in 1924

b. East Ham 26 May 1893

pilot for Handley Page Transport Ltd 1921-24

May 1926: "161 MILES PER HOUR. Captain F. Dismore. an Imperial Airways pilot, flew a specially chartered Vickers Napier express from Croydon Aerodrome to Brighton yesterday in the record time of 13 minutes, an average speed of 161 miles an hour."

April 1933: "MASONIC FLYING CLUB HOLD FIRST MEETING AT BROOKLANDS.  Members of the new Masonic Flying Club held their first official meeting at Brooklands to-day. The club is composed of Masons from all over the country. The idea occurred to a group of pilots at Croydon who are Freemasons. Capt. Dismore, a well-known Imperial Airways pilot, flew several of the members over to Brooklands from Croydon in an Imperial Airways machine, making two trips for the purpose, and others travelled by road. There were about a hundred present in all.

A miniature air pageant was staged for their benefit, and the Masons were greatly interested in a demonstration of new fire-resisting paint, and in the Lowe-Wylde powered glider. The club proposes to acquire headquarters in the neighbourhood of Brooklands, where arrangements w ill be made for them to receive flying instruction."

photo: 1914, when a midshipman in the Royal Navy, aged 18

photo: 1930, aged 34

   Flight, 1931

 b. 1909, the third of four brothers involved in aviation before, during and after WWII.

In 1932, Flight reported that "The amphibian service between the Clyde and Belfast was opened on August 13 when the new flying-boat Cloud of Iona made the first trip. The passengers included Lord and Lady Malcolm Douglas Hamilton."

He was granted a commission as a Flying Officer in June 1932, in 603 (City of Edinburgh) (Bomber) Squadron, Auxiliary Air Force.

Later a Wing Commander / Acting Group Captain during WWII who, with his second wife Natalie Winslow, founded the American Scottish Foundation after the war.

Died 1964 in a flying accident in Cameroon.

------------

Malcolm's younger brother David was killed in WWII when he crashed just short of RAF Benson to which he was returning from a mission in a Mosquito; his elder brother George married ATA pilot Audrey Sale-Barker (q.v.), and finally his eldest brother Douglas flew over Everest and later became an Air Commodore in the RAF - it was he who handed Rudolph Hess over to the authorities.

Here is Douglas, getting ready to go on Lady Houston's Everest expedition in 1933:

   c. 1955

A Director of de Havilland South Africa, and one of the founders of the Johannesburg Light Aeroplane Club.

In 1932, with Geoffrey de Havilland

Flight, May 2, 1930: "S. African King's Cup Entrant CAPT. DOUGLAS, of the Johannesburg Light Aeroplane Club, who will represent the Aero Club of South Africa in the King's Cup Race, will fly to England in a Junkers five-seater monoplane."

HISTORY OF BARAGWANATH AIRFIELD AND JLPC: "In 1926 two WWI pilots, Captains Rod Douglas and Stan Halse, met at a little hotel run by Douglas, which later became famous as a Johannesburg landmark, known as Uncle Charlies, named after big game hunter and entrepreneur, Charles de Jongh, who also ran a filling station at the well-known intersection.
Over drinks, Douglas and Halse discussed the formation of a flying club and approached Rand Mines for permission to use the grounds previously used for the first aerodrome."

See http://www.jlpc.co.za/History_of_JLPC.html

  RAeC Certificate (No 711), 1913

  1940

b. 24 April 1882, Moffat, Dumfriesshire

d. 15 February 1970

https://en.wikipedia.org/wiki/Hugh_Dowding

 from Bristol

b. 29 Dec 1884

Chairman of the Bristol and Wessex  Aeroplane Club, Ltd; later Sir Archibald.

Served in France, Salonika and North Russsia in WWI. Member of Bristol City Council from 1931; alderman in 1936.

d. 4 Sept 1961

[His father (also called Archibald), was an Anglican clergyman and missionary in East Africa between 1881 and 1888; in 1889 he transferred to Mauritius where he was appointed as "chaplain of Vacoas and Black River". In 1882 he had married Amy Havergal [hence Archibald Jnr's interesting second name], but Amy died in Mauritius in 1890 and Archibald Snr was invalided back to England, recovering enough to marry Alice Montagu in 1893 and have 3 more children.]

photo: 1913, aged 21

b. 15 Apr 1892 in Bebington, Cheshire

WWI pilot known as the 'Mad Major'; he once challenged a colleague to an aerial duel ... with real bullets...

In 1919, "Major Draper's flying on the B.A.T. Bantam is easily one of the greatest attractions of the show ... it can truly be described as thrilling"; the following April, he was reported to be progressing well after his recent serious accident, his fractured ankle being in "splendid position".

Ten years later in September 1931, however, he was caught up in a strange little incident. Having not flown for many years, jobless and absolutely broke, he borrowed £5, hired an aeroplane and flew it twice under Tower Bridge and once under Westminster Bridge. He did this, he said, "to prove that he was still the highly qualified specialist that he used to be". The alderman in charge of the case said he had been intending to fine him £100, but bound him over rather than send him to jail for non-payment; "I am surprised that a man with such qualifications should find it so difficult to get a job".

Actually, the ruse worked and led to him becoming an actor and stunt pilot in several films in the 30s.

Then things got even more curious when his constant criticism of Britain's treatment of its war veterans came to the attention of the Nazi Party, and he was asked to spy for the Germans. He agreed, but also mentioned it to MI6, and spent four years as a double agent until the Germans obviously worked out what was going on and stopped answering his calls.

The pattern repeated itself after WWII - in May 1953, aged 61, having drifted into and out of a number of jobs, he hired an Auster and this time flew under 15 of London's 18 bridges, "for the publicity".

He escaped with a fine this time as well.

The Mad Major published his autobiography in 1962, and died in 1979 in London aged 86.

in 1917

with Adelaide Cleaver in 1929

b. London 23 Sep 1899

'Aeroplane and Seaplane pilot'

2 July 1930: "AIR PILOT DIVORCED. JUDGE'S COMMENTS ON CO-RESPONDENT. A decree nisi, with costs and custody of the child, was granted in the Divorce Court yesterday to Mrs Arabella Beatrice Angela Drew, who gave her address at the Stafford Hotel, St James's Place, London. She had petitioned for the dissolution of her marriage to Captain Donald Herbert Drew, of the Aerodrome Hotel, Croydon, on the ground of his alleged adultery with Mrs Kathleen Brookie Digby, who offered to write her address, but said she had no permanent home.

Captain Drew, an Imperial Airways pilot, was in charge of the aeroplane from which Captain Loewenstein, the Belgian financier, disappeared over the Channel.

The suit was defended, and Captain Drew and Mrs Digby gave evidence denying the allegation.

Mr Justice Hill, giving judgment, said that there was evidence that Mrs Digby entertained flying officers at the house and that they went there for tea or cocktails. It was obvious from the evidence that Mrs Digby was a woman who was quite capable of committing adultery with Captain Drew or, indeed, he thought, with anybody else."

He married again, a year later:

9 June 1931: "ROMANTIC MEETING IN AIRPLANE. NOTED ACTRESS AND PILOT TO MARRY.

Miss Betty Eley, the musical comedy actress, who played the part of Lady Mary in " The Vagabond King " at the Winter Garden Theatre, London, has become engaged to Captain Donald Drew, the noted air pilot. Miss Norah Blaney, who was also one of the principals in " The Vagabond King " arranged a tea party in an airplane about four years ago, and Captain Drew piloted the machine over London while the party was in progress. Miss Eley was one of the guests, and she and Captain Drew became friends. About 15 months ago Miss Eley went out to Australia, where she appeared in "Hold Everything," and "Love Lies." She returned to England about six months ago. Miss Eley said to-day: "We shall not be married for some time, as my fiancé will be away for three months." 

d. 1936: "Capt. Donald Drew, for some years an Imperial Airways pilot, died in London today after a long illness at the age of 36.

Capt. Drew was piloting Capt. Lowenstein's private plane when the Belgian millionaire fell from it into the Channel on July 4. 1928. When Capt. Lowenstein offered him a position as a pilot he would not take it until Imperial Airways agreed to lend him to the 'Lowenstein Navy', as the financier's air fleet was called."

Wierdly,  Lowenstein's biographer, a Mr Norris, in 1987 "concluded that Lowenstein had been thrown from the aircraft by Donald Drew, the pilot, at the behest of Madeleine Lowenstein, the motive being to gain control of Lowenstein's fortune. He suggested that the aircraft's rear door was completely removed while in the air and a replacement fitted on the beach at St. Pol."

  1930

  1931, aged 26

Cecil, brother of Hugh. From Kensington, London. Sometimes known as "Sphinx".

M.A.(Oxon); rowing blue in 1925 and 1926 (when he was the "best man in the crew, as always"); the first member of the Oxford Air Squadron to qualify as a pilot.

Flew, with Winifred Spooner, a Desoutter in an attempt to reach Cape Town in 1930, but they had to ditch in the sea off Italy, and swim about a mile to shore.

Winner of the King's Cup in 1931; here is his "Competitor's Armband" from the race:

Apparently, after the race, "a triumphant Cecil 'Sphinx' Edwards was invited to Sir Robert MacAlpine's house to celebrate the win (Sir Robert had lent Sphinx his Bluebird aeroplane). On leaving the party, Sir Robert grabbed the trophy, said "Well done Edwards" and that is the last that Sphinx or the family would ever see of the trophy. It is now awarded at Henley as The Prince of Wales Challenge Cup after mysteriously being donated to Henley by an antique shop owner."

with many thanks to Gavin Jamieson, who found the armband among his family's archives

Killed in WWII: 31st August 1940, when a Wing Commander (pilot) 53 Sqn RAF; buried in Rotterdam, Holland.

  1929, aged 23

'Jumbo', the famous Oxford rowing coach, younger brother of Cecil

His grand-daughter's husband Gavin has written Jumbo's story, in four parts, starting here:

https://heartheboatsing.com/2020/02/17/jumbo-edwards-oarsman-coach-and-raf-pilot-part-i/

 Dulcis Marie Miriam Margaret Mendoza Eills

Royal Aero Club Certificate 8753 (24 Aug 1929)

b. Waterloo, nr Liverpool, 7 Aug 1897

A Housewife

 b. King William's Town, S Africa 19 Dec 1897

pilot on the South African section of the London-Cape Town route

  Sophie Elliott-Lynn / Lady Mary Heath

  in 1925

 Lady Heath at Roehampton

b. Sophie Catherine Theresa Mary Pierce-Evans on 10th November 1896 in Knockaderry, Co Limerick, Ireland; her crazed father beat her mother to death (with a stick) and was jailed for life, so she was brought up by her aunts.

A well-known, courageous, determined and forceful sportswoman, an athletic 6-foot tall Irishwoman 'never averse to publicity' (which earned her the nickname 'Lady Hell-of-a-Din') who was elected World Champion Lady Aviator by the USA.

At Stag Lane in 1926, Mrs Elliott-Lynn formed a small group owning a pale blue Moth, but was also the "somewhat erratic" pilot of an S.E.5...

...which she crashed a year later at Brooklands.

In the same year, when Lady Bailey and Mrs Geoffrey de Havilland hit the headlines with a world record climb to 17,283 ft, Avro countered with Mrs Elliott-Lynn climbing to 19,200 and making a 1,300-mile trip in a single day, during which she made 79 landings.

Then, her first husband Major Elliott-Lynn having died off, Sophie married Sir James Heath, Baronet, and thereby became Lady Heath.

"Lady Heath stepped from her tiny aeroplane at Le Bourget after her long flight from the Cape in May 1928, as fresh as a daisy. 'It is so safe that a woman can fly across Africa wearing a Parisian frock and keeping her nose powdered all day.' This was the first solo flight from any overseas Dominion to Britain, and she was the first woman to pilot an aeroplane from Cape Town to London.

Unfortunately, Sophie was not very good with Sir James' money; she was rather too easily persuaded to "buy a lot of things" and send him the bill. Having given her £20,000 as a marriage settlement and bought her an aeroplane, he was eventually obliged to take out a note in the newspapers forbidding her to "pledge his credit". The marriage was dissolved in 1932.

Having fled to America, Sophie finally became plain Mrs Williams; he was an airman from Kentucky.

d. 9 May 1939, aged 42, in London when she fell down the stairs of a tramcar. She left £204.

Sophie owned, at various times:

the 1925 prototype DH.60 Moth (G-EBKT), also
a DH.60 Moth G-EBMV,
an RAF SE5A (D7016, G-EBPA),
a 1927 Avro 594 Avian I  G-EBQLA,
a 1927 Avro 594 Avian IIR3 G-EBRS,
a 1927 Avro 594 Avian IIIR3 G-EBUG 'for the use of Miss Earhart',
a 1928 DH.60X Moth G-EBZC, and
a 1929 DH.60G Gipsy Moth G-AASY.

 Miss Ethel Margaret Ellison

Royal Aero Club Certificate 8612 (21 May 1929)

   Find A Grave Memorial

b. 8 Aug 1909, Simla, Himachal Pradesh, India

Fellow 1927 Cranwell cadet Terry Huddleston said that Reggie was "possibly yhe most outstanding all-round cadet ever to enter the Services. He would almost certainly have become Chief of the Air Staff if he had not been lost in 1941"

d. 18 April 1941

"Wing Commander G R A Elsmie, Sergeant C Jennings, Sergeant M B Appleby: missing believed killed; aircraft failed to return from an operational flight off the coast of Norway, Blenheim V5954, 114 Squadron"

Commemorated on the Runnymede Memorial

  1930; an RAF Officer at Tangmere

b. 1 Mar 1909 in Thurgoland, Yorkshire.

Killed in WWII; after leaving Imperial Airways in 1939, he won a DSO and then a posthumous VC in 1942 for leading the first attack on the German battle cruisers Scharnhorst and Gneisenau, and the cruiser Prince Eugen. All of the six Swordfish torpedo bombers were shot down, and only five crew members rescued.

See http://en.wikipedia.org/wiki/Eugene_Esmonde

   b. 1 Sep 1908, Skipton, Victoria, Australia

He made an attempt in 1931 to set a record for the flight to Australia: 

"AIRMAN’S AMBITION. To Break Flight to Australia Record.

The Australian airman Mr. G. P. Fairbairn, who arrived at Lyons aerodrome yesterday evening in his light aeroplane, has had to postpone his departure this morning owing to unfavourable weather. As soon conditions improve, he will take off for Italy.

Mr Fairbairn made a short stop at Le Bourget yesterday before going on to Lyons. Mr. G. P. Fairbairn. who is a Cambridge graduate and the nephew of Mr. “Steve” Fairbairn, the famous rowing coach, learned to fly at the University. Last autumn, with a Cambridge friend named Shenstone, he left on a flight to Kenya, which had to be abandoned owing to mishaps in Italy and Egypt.

Mr. Fairbairn’s route on this occasion will be via Marseilles, Catania, Tunis, Benghazi, Cairo, Bagdad, Task, Karachi, Calcutta, Rangoon, Victoria Point, Singapore, and Batavia to Port Darwin." - Hartlepool Northern Daily Mail - Friday 20 February

However, it eventually took him nearly two months to get there:

"AUSTRALIAN FLIGHT Mr. Fairbairn Reaches Port Darwin PORT DARWIN.

. Mr. G. P. Fairbairn. the Australian airman who set out from Hanworth aerodrome, England. February 19 to beat Wing Commander Kingsford-Smith’s record under ten days for a light aeroplane flight between England and Australia, arrived here at. 3.27 this afternoon. The record is held by Mr. C. W, A. Scott, who overtook Mr. Fairbairn and completed the flight in 9 days, 4 hours. 11 minutes." - Portsmouth Evening News - Saturday 18 April 1931

'Flight' obviously lost interest:

"G. P. Fairbairn on a Spartan "Arrow" ("Gipsy II”). Left Hanworth February 19. Reached Nice February 20. Flight abandoned." Flight, October 30 1934

m. 1933 Mary Robertson [Murray] 1 daughter b. 1934

d. 26 May 1935

"PLANE NOSE DIVES INTO ROAD - Cambridge Pilot and Wife Killed

MELBOURNE, Sunday.

G. P. Fairbairn, former Cambridge man, and his wife, formerly Miss Mary Murray, Melbourne, were killed to-day when their ’plane crashed on a road near Essendon Aerodrome. The machine was the same as that in which Mr. Fairbairn flew from England to Australia in 1931 in company with Mr. K. Shenstone[sic].

Mrs. Fairbairn was in the pilot’s seat at the time of the tragedy. Apparently the engine stalled and the ’plane went into a spin, nose diving to the road. A motor-lorry passing at the time was grazed by one of the wings.

Mr. Fairbairn was one of the first Cambridge undergraduates to own his own ’plane and was a keen member of the University Squadron. While they were at the University together in 1930, Mr. Fairbairn and Mr. Kenneth Shenstone set out to fly to Kenya and back, but they crashed in landing at Heliopolis on the outward journey, and they abandoned the flight.

In the spring of 1931 they [sic] attempted to break Sir Charles Kingsford-Smith’s record of under ten days for a flight from England to Australia. They [sic] completed the journey, but took 57 days, and were overtaken on the way by Mr. C. W. A. Scott, who set up a record of 9 days 3 hours [sic]." - Belfast News-Letter - Monday 27 May 1935

 Obviously there are conflicting reports as to whether George was accompanied on his Australia flight by Kenneth Shenstone!

 see also Obituary - George Patrick Fairbairn - Obituaries Australia (anu.edu.au)

"THE FAIRBAIRN ESTATE

Melbourne, Sept. 23, 1935.

  RAeC 1937

 b 23 September 1901 in Northumberland, the eldest daughter of Lord Walter and Lady Hilda Runciman.

Her brother Walter (co-Director, with Connie Leathart (q.v.), of Cramlington Aircraft, First Director-General of BOAC, Commodore of the Royal Yacht Squadron, OBE, etc, etc) became the 2nd Viscount Runciman of Doxford, and her sister Katherine ('Kitty') was adjutant for the Women's Section of the ATA from March 1941.

I sometimes feel that Margie gets a bad press; she was, apparently, quiet and rather withdrawn, (nicknamed 'Mrs Cold Front') and, in photos, always seems to have that far-away look in her (green, btw) eyes. But, her ability, and her devotion to duty and to her friends, were never in doubt.

She got her RAeC certificate in 1937. In fact, she acquired her first aeroplane from her brother Walter; a 1931-reg D.H. Puss Moth G-ABLG, which he had flown in two King's Cup races.

She had married Roderick Nettleton King-Farlow in July 1925. Their daughter Ann was born in 1931, but they divorced in 1936, and she then married Douglas Keith Fairweather in March 1938. He was a businessman from Glasgow, and her complete opposite - outgoing, irreverent, and very eccentric. 

Margie then sold her aeroplane, and she and Douglas re-registered his Puss Moth G-ABYP in their joint names. Later they also bought a Leopard Moth, G-ACXH.

She had a horrible experience in 1939 when her friend, Dr. Elizabeth Cook, was killed by walking into the propeller of the aeroplane Margaret was about to pilot; they were going to fly to Paris for a holiday, and the plane was standing with the engine ticking over.

 FAI 1939

So, prior to WWII she was one of the most experienced women pilots in the country, with 1,050 hours of civilian flying, and (from late 1937) was an instructor with the Scottish Flying Club. She had flown Miles Whitney Straights, D.H. Moths, Puss Moths, Tiger Moths, Fox Moths, Leopard Moths, Hornet Moths, Dart Kitten, Taylor Cub, Potez, and Percival Vega Gull, in Belgium, Holland, Germany, Sweden, Denmark, Hungary, Czechoslovakia, France Switzerland and Austria.

Not surprisingly then, she was one of the 'First Eight' Women ATA pilots at Hatfield, starting in January 1940. 

Here story continues here:  Fairweather, Margaret (W.7) (ata-ferry-pilots.org)

  1932, aged 17

'Roly', forever remembered for rolling an Avro Vulcan at Farnborough in 1955, presumably wearing his habitual pinstripe suit and tie.

"Trained by the London Aeroplane Club at Stag Lane. Started commercial flying with Air Commerce Ltd, now [i.e. 1936] busy flying daily Dawn Express newspaper service from Croydon to Paris. Chews his C.D.C. [whatever that means] Thrives on fog."

RAE Farnborough during WWII, including flights on captured German aircraft. Post-war Avro test pilot (especially the Vulcan, of course).

OBE in 1955; died 1985 in Jersey

[With thanks to John Falk, who is Roly's son, and Bill Thorn's (q.v.) grandson]

in 1916 when a Flt Sub-Lt, RN

photo: 1920

b. 17 Nov 1895 in Cowichan, Vancouver B.C. Canada

WWI ace with the RNAS (36 victories, making him the 7th-highest scoring Canadian); he stayed in the RAF from its inception in 1918 until he retired in 1945 as a Group Captain.

d. 1988.

photo: 1930, aged 32

A Engineer from County Durham

photo: 1927, aged 29

   via Phillip Jones

b. 14 Oct 1899, Shipley, Yorks

May 1938: "Cdr. E. B. Fielden, of British Airways, has now flown over 100,000 passengers without so much as bruising the very tenderest of them. A lot of his flying was done in the early joy-ride days, operating from small fields, and when chief pilot to Sir Alan Cobham's circus he once took up 768 people in a day. "

Just shows you can't believe all you read: August 25, 1933, "TWO MEN TRAPPED WHEN 'PUANE CRASHES. Pilot Jumps Clear In Time. Three airmen had remarkable escapes when an aeroplane crashed in arriving from Kidderminster for the Scunthorpe (Lincolnshire) hospital air pageant (BHAP) at Ashby yesterday. They were: Captain E. B. Fielden. of the Royal Club, London, the pilot; Mr Clifford Jones, of Blackwood; and Mr Frederick La Croix, Finchley, London. They were taken to Scunthorpe Hospital, but Captain Fielden was not detained.

The aeroplane was about to land when it got into difficulties and crashed into a field of sugar beet near the ground where the pageant was held.  In striking the ground the 'plane toppled over but Captain Fielden managed to jump out. Mr Jones and La Croix were trapped in the cabin, but were soon rescued by Captain Fielden and officials who rushed from the pageant ground. On inquiry at the hospital early this morning it was stated that neither of the men who were detained appeared to be very seriously injured.

Captain Fielden had a narrow escape in September, 1931. when an air liner, of which was the pilot, crashed in flames near Moortown Golf Course in the east Riding of Yorkshire. "

He later 'transferred' to the British Hospitals Air Pageant, (a rival organisation which Alan Cobham regarded as rather a scam), together with Charles W. A. Scott, the Hon. Mrs. Victor Bruce, Pauline Gower. Dorothy Spicer, Capt. R. H. (All-weather) Mclntosh, Capt. Phillips, Capt. Rollason, Flt-Lt. J. B. W. Pugh. Flight-Lieut. A. G. Hill and Col. FitzMaurice, who was the first to fly the Atlantic from east to west.

Later a Wing Commander in WWII; DFC in 1944 for having been responsible for the movements of loaded transports during the Wingate airborne invasion of Burma.

His son, Aircraftman 2nd Class Stanley Earl Spensley Fielden (RAFVR) was killed 8 Mar 1943, age 18.

d. Feb 1985 in Exeter

'Mouse', b. 1903. Prince of Wales' (i.e. Edward VII's) pilot, later Captain of the King's (and Queen's) Flights until 1962.

DFC, 1943: "This officer has flown on various operational missions, some of a most hazardous nature. He has displayed a high standard of operational efficiency, setting an example which has contributed materially to the high morale of the air crews under his command. His great organising ability has proved a valuable asset.”

Edward Fielden (RAF officer) - Wikipedia

d. 1976

photo: 1918, when a Captain in the RAF, aged 20

d. 1st October 1936, in the Schlesinger England-Johannesburg Race; the Airspeed AS.6J Envoy 3 G-AENA 'Gabrielle' struck trees after take-off and crashed at Abercorn, Rhodesia, killing Max Findlay and wireless operator A H Morgan.

The unclaimed prize money from the race  - £6,000 out of the £10,000 total fund - went to the families of those who had died; £2,000 each to Mrs. Max Findlay and Mrs. A. H. Morgan, and £2,000 placed in trust for the child of Capt. Findlay.

 Dorothy Brewster Fletcher

Royal Aero Club Certificate No. 8438 (12 Oct 1928)

  1928

b. Workington, 16 Feb 1892; her father James was a joiner.

An Administrative Assistant in the Women's RAF in October 1919.

Dorothy's great-nephew tells me that "Dorothy took part in the Blackpool Air pageant in 1928, as co-pilot to Sicele O'Brien.
Her instructor at Stag Lane was Capt F G M Sparks. He performed a  "breathtaking display of aerobatic stunts in her honour whilst accompanying her ship on its passage down the St Lawrence river. This display naturally delighted the other passengers aboard."   

She sailed back from Montreal to Southampton in September 1930.

A scientist with a particular interest in electronics; in 1924, she collaborated with Sydney Brydon and they patented "Improvements in and relating to the employment of thermionic valve circuits"; later, in 1945, she and Edward Victor Golder took out a patent for "Improvements in or relating to piezo-electric crystals having wire connections".

After WWII she was "cited for her wartime work with Gilbert S. Bryden involving detection of magnetic mines at sea".

d. 1970 in Greenwich, London

 August 1930, Flight: "The most interesting news item at Croydon this week centres round Mr J. J. Flynn. He is one of the most modest of good fellows and whilst others strut into the glare of publicity he retires, knowing that it is the doing of a job which matters, not the talking about it. It is six months since he joined Imperial Airways and after the usual probationary period as second pilot and a spell on inland services he "passed out" on Argosys  last Wednesday. The following morning he took out the 8 a.m. service to Paris and did the trip in 96 min., an extraordinarily good time for this type of machine. We understand that it is two years since Capt. Willcockson did the journey in 105 min., the next best time.

'Paddy' Flynn has had an adventurous career and many have made themselves into newspaper heroes by achieving much less. His first appearance at Croydon was as a joyride pilot for Surrey Flying Services in 1924. But it seems that that was only because the shouting and fighting in his native land had died down. For after his war service with R.F.C. and R.A.F.  in France, he returned to Ireland in 1920 as second in command of the Free State Air Force with the rank of Commandant. He left Surrey Flying Services when N.F.S. started up last year, but saw more chances with the Desoutter Aircraft Co., whose first test pilot he was. Here he did some very good work in all weathers—the more adverse the conditions the more cheerful he becomes. That firm parted with him regretfully when Imperial Airways called early in the spring. His flying time is over five thousand hours, and who has carried something like thirty-one thousand passengers"

10 May 1939 "The pilot who was killed, with a woman passenger, in a collision between two aeroplanes at Horne, near Horley, Surrrey on Monday [8 May], was identified yesterday as Captain J. J. Flynn, of South Croydon, who was formerly an Imperial Airways pilot. He was flying a liner which crashed in France in 1930 and lost a leg as a result of the accident. Miss Aurora Tasselli, the dead girl, was 19 and lived in Rayners Lane."

from the Irish Press: "Paddy was a native of Doocastle, Balllymote, Co. Sligo, and played a big part in fighting against the Black and Tans in that area.

Aged 44, he helped to form the the Irish Free State Air Force and was for a time Commandant in the force at Baldonnel. Later he resigned and went to England, where he became an Imperial Airways pilot.

It was he who piloted the air liner 'City of Washington' [G-EBIX] which crashed in France in 1930. Four people were killed and Captain Flynn hurt his spine and also had his left leg amputated. For three years he was in and out of hospitals and had 19 operations.

'The loss of his leg did not keep him from flying', a friend of Captain Flynn's told an Irish Press representative yesterday, 'and he showed the authorities that he was as good a flyer with one leg as the average pilot is with two. He renewed his licence and was, I think, the only one-legged flyer in England.

'He was a man of great daring and courage, and never let bad luck daunt him.'

Capt Flynn was in the British Flying Corps during the Great War. His brother, Mr Dan Flynn, of Palmertson, Dublin, is secretary of the Fianna Fail Cumann there, and is also secretary of D Company, Old I.R.A."

In 1936 Paddy was a director of a company called Atlas Air Services, and then in 1937 formed his own flying club:

"PADDY FLYNN FLYING CLUB LTD. Private company, registered July. Capital, £1,000 in 1,000 shares of £1. Objects: To carry on the business of instructors in aviation, aerial navigation, aerial and ground signalling, dealers in and importers and exporters of aircraft and aircraft engines, etc. The directors are  John J. Flynn, air pilot, Merrock S. C. Hyams, air pilot, Muriel Montgomery. "

Miss Tasselli was his pupil. Flying an aircraft from the Redhill Flying Club, they collided with Hawker Hart K5800 flown by Sgt Stuart Smith.

"Miss Tasselli was keen on her new hobby of flying. Her father, who was born in Italy, has a tailor's business in Manchester. Mrs C. Tasselli, her mother, an Englishwoman, told a reporter to-day:— 'She had only been up in the air four times. She joined the Civil Guard a few weeks ago after waiting to do so for several months, I never wanted her to go in the air because I think it is a man's job, but she was a rather venturesome and self-willed young lady and would not listen to my advice.'

'Flight' said "it was with very genuine regret that a large number of his friends at Croydon heard of the sad death of poor Paddy Flynn, who was as game a sportsman and as likeable a fellow as ever flew."

  1934, aged 21

b. 26 December 1912; brother of Ruth [the family were from Brazil, although he and Ruth were both born in London].

Racing driver, winning the Le Mans 24 hour race in a Lagonda with John Hindmarsh, a test pilot, in 1935, as well as the Manx Grand Prix and a number of lesser events. (The Lagonda can now be seen in the Netherlands National Motor Museum).

Monday 02 December 1935 - "RACING MOTORIST SENT TO PRISON

Judge and a Case of “Wicked Recklessness

LICENCE SUSPENDED FOR 10 YEARS

Luis Fontes, the 22-year-old racing motorist, was sentenced to three years’ penal servitude, his licence was suspended for ten years from the date of his release, and he was ordered to pay the costs of the prosecution at both the police court and the assizes by Mr. Justice Du Parcq at Warwick Assizes on Saturday.

He was charged with the manslaughter of Reginald Francis Mordike at Coleshill 6th October. The Judge said that it was the worst case he had ever known. When he considered what Fontes did on the day of the tragedy it appeared to him to plain that was not a question of whom he was likely to injure or kill, but how many he would injure or kill. He behaved with wicked recklessness, for which the only excuse that could offered was that he was drunk. The Judge added that if he had not thought that Fontes was drunk he would say that the case was almost as black as murder, for any reasonable person behaving as Fontes behaved would have known it was almost inevitable that someone would be killed. He considered that Fontes had been treated in regard to certain other motoring offences with deplorable leniency.

SENTENCES OF PENAL SERVITUDE

Fontes was defended by Sir Henry Curtis Bennett, K.C., and Mr. Arthur Ward, and pleaded guilty.

There had been evidence at different points that he was driving his motor car at recklessly high speed and he was on number of occasions completely on the wrong side of the road; that he drove with complete disregard of the safety of other users; that, finally, he was under the influence of drink to such extent as not to be able to have full control of the car. Mr. Marshall mentioned how a man, recognised as Fontes, went to the house of a gardener at Castle Gardens, smashed a panel in the door of his house, went upstairs and lay on his bed. Witnesses w'ho saw him formed the opinion that he was under the influence of drink. It was alleged that Fontes was racing with another car, and at a cross-roads an AA patrol man had to jump out of the way. Further along another car was forced to go on the grass verge, and behind this car were two motor cyclists one of whom Mordike, the man who was killed.

The motor cyclists were travelling about 15 miles an hour, three feet from their proper side of the road. Fontes’s car, travelling at a very fast speed, collided head-on with and knocked him off his machine.

DID NOT STOP

Neither Fontes’s car nor the other car stopped, but further on they were held up in traffic. Then Fontes drove to a garage and told a garage man to put right his front tyre, which was deflated. Fontes did not get out of the car, but sat back in the seat and switched on the wireless. He was droswy and did not realise what was going on around him. Subsequently doctors certified him as being under the influence of drink. To a police officer he said, I struck the motor cyclist, the motor cyclist struck me, it is fifty-fity. It serves the cyclist right.” Drink was found in the car. The motor cyclist died the next day.

Police-Superintendent Horsman told the judge that Fontes’s father died when he was young and Fontes inherited, at 21, a considerable fortune. He received a good education, and from 1932 to 1934 he took a course in automobile repair work. Since then be had been engaged, with some success, motor racing. There was a number of convictions against him, four being for careless driving, and one for dangerous driving. while there were several for minor offences."

Operated a speedboat firm in Torquay.

Owned:

1935 Miles Hawk Speed Six G-ADGP 

and

1938 B A Eagle 2 G-AFKH 

with his sister Ruth, King's Cup 1935

Killed in WWII: 12th October 1940, when a First Officer with the Air Transport Auxiliary; his Wellington stalled and crashed following engine failure. Buried Mapledurham, Oxfordshire

see also Fontes, Luis Goncelvis (ata-ferry-pilots.org)

  1933, aged 22

Luis' elder sister

b. 10 March 1911 in London, married Dr Norman Howard-Jones in June 1936.

Her Miles M.2U Hawk Speed Six G-ADOD, was 'built around her', was called 'Jabbawocky' and later competed in the 1936 Schlesinger Race to Johannesburg.

Her grand-daughter told me "Ruth and my grandfather Norman divorced and I do not think she remarried. They had 3 children, a girl and 2 boys. Norman would later receive an OBE for his work for WHO - I think he was part of the founding team.  

Ruth and Luis' enormous fortune came from their father, Alfonso Goncalves Fontes, whose origins lay in Brazil.  He had made it during the Brazilian rubber boom and then in real estate in the area of Rio de Janiero and had then settled in England at the age of about 40. He died in around 1933.

The ballet dancer Margot Fonteyn was Ruth and Luis half sister."

d. 1969 in Islington

photo: 1915, aged 20

b. 19 May 1895 in Pulborough, Sussex

WWI ace (5 victories), awarded the Military Cross for 'conspicuous skill and gallantry'.

d. 23 June 1923 when the Bristol M.1D G-EAVP (which flew in both the Aerial Derby and the King's Cup in 1922) lost a wing and crashed near Chertsey.

William Forbes-Sempill, 19th Lord Sempill AFC

  1930

Ah... yes... the aviation pioneer, chairman of the Royal Aeronautical Society, right-wing sympathiser and occasional spy (for the Japanese), who was motivated by his 'impetuous character, obstinacy, and flawed judgement', rather than money.

William Forbes-Sempill, 19th Lord Sempill - Wikipedia

 b. c.1900

1921 was his only Aerial Derby, and he crashed the Sopwith Pup (which he presumably borrowed from its owner Mr Rickards) at Hendon. There is a rumour that he may have been drunk.

The aircraft survived, however (or at least its fuselage did) and is under long-term restoration at RNAS Yeovilton.

d. Dec 1968 in Aylesbury.

Imperial Airways from October 1929

b. Wilburton 10 Jul 1900

based Heliopolis, Egypt

Awarded Master Pilot's Certificate in 1935

Promoted to Senior Master in October 1938

photo: 1930, aged 23

A speedway racer in Manchester in 1929-31 (see also Jack Ormston) who was briefly the 'King of the White City'. Retired from speedway and took up a commission with the RAF.

d.1983 in Ipswich, Suffolk

   1931, aged 25

 Aeronautical engineer 'with his own aerodrome at home in Surrey'. Always nice to have.

"Flew to India [in 1936] to compete in the Viceroy's Cup Race"

  1916, aged 21, when a Lieut in the 16th Durham Light Infantry

b. 15 June 1895 in Tilney St Lawrence, Norfolk

WWI pilot. His flying was described thus: "he always threw all machines about the sky in a most alarming manner".

Became a dental surgeon, married Peggy Thompson in 1930, played golf and ...

d. 21 May 1966 aged 70

  1929, aged 47

An English-born Canadian who served in the Boer War and then founded a regiment - Princess Patricia's Own Canadian Light Infantry - with his own money in 1914. Recruiting was brisk: ten days later the regiment was 1,098 strong. He became its third commanding officer, but was wounded several times and lost his left leg. On May 7th, 1915 they were 635; by the end of the following day they numbered 150. Andrew was one of only two of its officers to survive WWI.

In 1920 his fiancée, a Mrs Kathleen Blackader, died when the car he was driving skidded and overturned; she was trapped underneath and he was unable to free her. Her daughter Margaret later became his ward.

In 1922 he 'quietly' married Dorothy Blanche Shuckburgh, and they settled at Hatch Court, Taunton. His military record stood him in good stead when he tried for election as an Unionist (i.e. Conservative) M.P., but he narrowly failed to overturn a near-3,000 Liberal majority in 1923. He was back the following year, however, this time successfully, and was Taunton's M.P. until 1935 - serving on various committees and much involved in local politics: President of the 'Society of Somerset Folk', and he regularly gave a cup for the 'best fat beast' in the Taunton Christmas Show.

He and Dorothy flew to Germany in 1933 as members of a party making a holiday tour, and met (speaking of fat beasts) Herman Goering and Adolf Hitler. [Lynsdey Everard, A E Borton and Mrs and Mrs Runciman were also on this tour].

d. 28th November 1958 in Montreal, aged 76.

Hamilton Gault - Wikipedia

   Lady G-AAGA

 Dorothy Shuckburgh as was, Andrew's (q.v.) second wife.

"An owner-pilot, Mrs Hamilton Gault, has with her husband travelled England and the Continent for four years in a Moth rejoicing in the registration letters 'G-AAGA'.

She is an example of the practical lady pilot whose aeroplane is used, when weather permits, for all travelling in England and abroad. Once a week or more, in summer, she flies to London and back to her home in Somerset.

She is, however, forced to use the aerodrome at Yeovil - some distance from her home - owing to the lack of landing grounds in the Somerset Hills, which keeps a number of air-minded people in the county from taking up flying."

Dorothy died in 1972, at Hatch Court

 Born 1^st April, 1892 in Sliedrecht

Like Koene Dirk Parmentier, Gerrit also died in an accident in KLM service. On 26 January 1947 his Douglas DC-3 crashed shortly after takeoff from Kastrup Copenhagen Airport in Denmark, killing all 22 on board.

Among the victims were the Swedish prince Gustav Adolph and the American singer Grace Moore.

  1918, when a 2nd Liet, aged 19

from Peterborough; WWI air ace (14 victories); killed in May 1932, flying into a tree during the Morning Post (Heston) air race.

1932: "The tragic loss of Fit. Lt. Frank George Gibbons during the race organised by the Morning Post on Saturday, May 21, was one which came as a shock to his many friends. It would appear fairly certain that his death was due to his colliding with a tree while looking at his maps inside the cockpit, and was in no way caused by any defect in the "Spartan" three-seater he was flying at the time. He was a particularly likeable character, besides being an outstanding expert as a pilot.

He was one of those people about whom one never heard any gossip, and his likeable character is shown by the fact that although he was the best of companions at the kind of party which usually finishes an air meeting, he was equally at home spending an afternoon playing with young children.

He first joined the R.F.C. in June, 1917, as an air mechanic (cadet), and gained his commission in November of the same year. He was gazetted as a Fit. Lt. on June 1, 1926, and won the D.F.C. for services in the field.

Not only was he a very fine pilot of land aircraft, but also of flying boats. On January 5, 1931, he went to Calshot, and from there he was posted to No. 204 Flying Boat Squadron at Mountbatten, Plymouth, of which he was a member at the time of his death.

He was a brilliant navigator, and this form of race was one in which he was particularly interested. It is perhaps, therefore, some consolation to feel that if he himself could have had the choice, he would have undoubtedly have chosen to die when flying "flat-out" during such a race, in the manner he did.

The funeral took place at Ipswich on Wednesday, May 25. He was 33 years of age and unmarried."

b c1907. From Edinburgh.

Established a world's land plane record in an RAF Hawker Hurricane on February 10, 1938; flying "blind", he covered the 327 miles from Edinburgh to London in 48 minutes, an average speed of 408.75mph. This feat earned him the nickname of 'Downwind Gillan'.

AFC in January 1939 as Sqn Ldr.

Killed in WWII: 29th August 1941, when a Wing Commander (pilot) RAF; buried Dunkirk.

 b. 29 April 1906 in Neutral Bay, Sydney

Died on 23^rd October 1934 in Italy (crashed during the MacRobertson Race), aged 28

"Flt. Lt. Gilman took his "A" in 1926 with the Auckland Aero Club. Shortly afterwards he joined the N.Z. Staff Corps and was sent to Aldershot in 1928 on attachment to the Suffolk Regiment. In 1929 he was transferred to the R.A.F. "Refreshed" at No. 2 F.T.S. (Digby), he was posted to No. 101 (Bomber) Sqd. at Andover, under Wing Com. F. H. Coleman, whose adjutant he remained until 1933. Gilman took part in all squadron experiments, including the high-precision bombing of H.M.S. Centurion. Last year, on conclusion of the annual Combined Exercises, he was sent as assistant adjutant to No. 600 (City of London) Sqd. under the late Sqd. Leader S. B. Collett. Finally, after brief attachment to the C.F.S. (Wittering), he was posted to the newly formed No. 15 (Bomber) Sqd. at Abingdon, of which he commands "B" Flight. His log-books show 1,560 hr.

Gilman has been granted special leave to accompany Baines in the race to Australia."

  1928

 Imperial Airways from 1929

 b. Sutton, Surrey 11 Mar 1906

In 1932, lived at 26 St John's Grove, West Croydon, Surrey

photo: 1927, aged 28

From Norwich, a 'cardboard and container manufacturer'. Joined the RFC as a private in 1916.

Manager of the Norfolk and Norwich Aero Club from 1927.

   1930

b. 22nd July 1910 in Tunbridge Wells; younger daughter of Sir Robert Gower, M.P for Gillingham, Kent.

5 feet 5 in height, in case you wondered.

The Bystander Special Aviation Edition, 1933

"In England you can count on one hand the women who are making a living directly from flying. Probably foremost among them are the two girl flyers, Pauline Gower and Dorothy Spicer, who work in partnership at joy-riding. Miss Gower is the pilot and Miss Spicer the mechanic." - Amy Mollison, writing in 1934

"Pauline Gower, one of the few women who has already achieved a successful commercial flying career, did joyriding last year in 185 different towns with a travelling air circus." - Mary Bertha de Bunsen

  1932

She was fined £222 in 1933, having taxied her Spartan into a stationary Moth at Cardiff while giving joy-rides in an air pageant (although she reckoned it had definitely moved since she checked where it was). Three years later, she was taken to hospital suffering from concussion and 'lacerations of the scalp' after she ... collided with another aeroplane on the ground, this time at Coventry airport.

During her air-taxi career, she was reckoned to have piloted more than 33,000 passengers.

In 1937 she, Amy Johnson and Dorothy Spicer invited "all women pilots interested in the idea of a central meeting-place for women aviators in London" to write to them, but I don't think it ever happened.

Founder and first Commandant of the Women's Section of the Air Transport Auxiliary in 1940; from 1943, a board member of BOAC. She had a narrow escape in August 1943 when 'Fortuna', an old Imperial Airways airliner, with her and 7 other BOAC officers aboard, made a forced landing near Shannon and was written off.

See here for more: Gower, Pauline Mary de Peauly (W.25) (ata-ferry-pilots.org)

Married Wing Commander William Cusack Fahie in June 1945, but died of a heart attack in March 1947 giving birth to twin boys, one of whom, Michael, later published 'A Harvest of Memories' about her.

She owned:

a 1929 Simmonds Spartan, G-AAGO, (the one which she wrote off in the taxying accident in Cardiff in August 1933), and then

a 1931 Spartan Three Seater, G-ABKK, the one which she wrote off in the taxying accident at Coventry in May 1936.

 Alice Bessie Grace

 Miss Gladys Mary Grace

Royal Aero Club Certificate 8669 (7 Jul 1929)

 nee Laycock, b. 28 Jun 1908, from Melton Mowbray, owned:

- a 1930 DH.60M Moth, G-AAVE, later sold and re-registered VT-ANS

- a 1931 DH.80A Puss Moth G-ABLC, Sold abroad in 1938

b. 1 Jul 1903, Bakewell, Matlock, Derbys,

RAF 1924-29

Flying Instructor, de Havilland, Stag Lane, 1929

RAF, 1940-45

d. 29 Apr 1989 - Hindhead, Surrey

Research: thanks to Steve Brew

photo: 1911, when a Lieut in the Royal Navy, aged 22

born in Rio de Janeiro; later a Wing Commander; DSM, Order of Leopold of Belgium, Croix de Guerre.

Died in 1937

Spenser Grey - Wikipedia

Having joined the RAF but then regretted it, John tried to resign in 1931. However, his resignation being refused, he smuggled himself from where he was stationed in India into his D.H.60G Moth 'Rouge et Noir' (which he had bought from Glen Kidston, and which was painted red one side and - you guessed it - black the other), and flew home, making long hops to avoid R.A.F. aerodromes. "The business was settled in the end without a courtmartial, though not without a period of open arrest".

Next came a solo flight of 9,000 miles round Russia, and then an abortive attempt on the Arctic air route in Rouge et Noir equipped as a seaplane; a nose-over into a choppy sea at Reykjavik put paid to the attempt.

Rebuilt, and fitted with wheels and ski equipment, the little Moth finally carried Mr. Grierson round Eastern Europe in mid-winter.

Then, in 1934, he made a successful westbound Atlantic flight via Iceland in his de Havilland Fox Moth 'Robert Bruce'.

Transferred to Hawker and then Gloster as a test pilot; he was one of four pilots to fly Britain's first jet aircraft, the Gloster/ Whittle E.28/39.

Wing commander after WWII, then a Member of the Council of the Royal Geographical Society.

d. 21 May 1977 in Washington DC, aged 68. He was addressing a symposium at the Smithsonian's Air and Space Museum to mark the 50th anniversary of Lindbergh's transatlantic flight when he was taken ill; he died a few hours later in hospital.

 Miss Diana Guest

Royal Aero Club Certificate 8756 (27 Aug 1929)

photo: 1929, aged 20

Frederick's daughter; later sculptress Diana Guest Manning. [Mr Manning was one of her 3 husbands].

"I was born and brought up in the country in England. My parents, Amy Phipps and Frederick Guest, met in India and married a year later in London. They settled in a beautiful Queen Anne house near Oakham named Burley on the Hill".

"AN ATALANTA OF THE AIR - MISS DIANA GUEST, CAPTAIN "FREDDIE" GUEST'S PILOT DAUGHTER. 

Miss Diana Guest, the young daughter of Captain the Hon. Freddie Guest, P.C., C.B.E., D.S.O., etc., Chairman of the National Flying Services, was born in 1909, and recently made her debut in society. She has also just made her debut in the air, and took her pilot's A certificate recently. She and her father had their flying lessons at the same time, and took their respective tickets simultaneously for although Captain Guest, who was born in 1875, has long been interested in flying, and was Secretary of State for Air from 1921-1922, he was not the holder of a pilot's A certificate. "

The Sketch, 1929

In 1981 "Miss Guest, who divides her time between Paris and Palm Beach, Fla., and whose works have been exhibited in museums around the world, has donated 27 pieces of her sculpture to Old Westbury Gardens".

Diana owned:

• 1929 Hawker Tomtit G-AALL, then
• 1930 DH.80A Puss Moth, G-AAZP, which later became SU-AAC in Egypt and was impressed in WWII as HL537.

d. 1994

  1929, aged 54

b. 14 June 1875 in London.

'Freddie', Winston Churchill's cousin; Diana's (q.v.) father; Liberal then Conservative politician (Secretary of State for Air in 1920-22, despite the fact that, at the time, he knew "very little about aviation, but it is to his credit that he does not pretend to know").

Died 28 April 1937.

 1935, aged 19

 1936

Shown here, for comparison, just before, and just after, he grew his moustache.

"Giles Guthrie is the only son of Sir Connop and Lady Guthrie. His enthusiasm for flying has roused his father's active interest in the aviation industry. Only 20 years of age, he is the youngest pilot and the only undergraduate to take part in a long distance air race. For the Johannesburg race, the Cambridge University authorities gave him special leave of absence.

Despite his youth, he is a pilot of considerable experience. The Percival Vega Gull in which Charles Scott and he won the Johannesburg race, first tasted victory in the King's Cup this year. Giles Guthrie then flew as co-pilot with Charles E Gardner .

When Sir Connop decided to enter the machine in the Johannesburg race and chose Charles Scott to fly it, one condition was that Scott should take young Giles with him."

- from the Celebration Dinner programme after the race (October 14th 1936 at Claridge's Hotel).

Had used his Vega Gull for a "good deal of continental touring".

Later Sir Giles, J.P., merchant banker.

Died 1979

 1916, when a captain in the Royal Gloucester Regt, aged 22

  1915, when a Corporal, aged 23

  1936, aged 44

 b. 6th December 1892 in Queenstown, South Africa.

Learnt to fly during WWI, and by 1936 was a flying instructor at the Johannesburg Light Plane Club. Two members (Rex Hull and George Albu) put up the £1,800 required to buy the Mew Gull to enter for the Schlesinger Race. Presumably, that was the last they saw of their money.

Stanley dislocated his elbow in the subsequent crash, and much later found out that three of his vertebrae had telescoped.

  1920

b 6 Feb 1896 in Guildford, W Australia.

Studied mechanical engineering before WWI, commonwealth commission then transferred to the RFC in June 1916. Served with 60 Sqn in France, where he was awarded the MC for gallantry in leading patrols. Ended the war with 11 victories, despite his SE.5 being damaged and forced down by German ace Werner Voss in September 1917.

Awarded a permanent RAF commission in 1926, then promoted to Wing Commander in 1938 as Chief Instructor to the London University Air Squadron.

d. 1967

A stunt pilot known as the 'Flying Gypsy'; RAF in WWI (6 victories in Greece) who was Princess Anne Lowenstein-Wortheim's pilot after the war.

He and his friends piled into his Vickers Viking flying-boat G-EBED in 1927 (the same year it was written off, btw) to fly from the Swiss Winter Sports' Season to spend a holiday on the French Riviera." - see the video here: By Air To Anywhere - British Pathé (britishpathe.com)

They, together with Fred Minchin (left), were killed when trying to cross the Atlantic from East to West in 1927.

For a video of them and the aeroplane, see the middle bit here: Old Flying Stories - British Pathé (britishpathe.com)

[The rest of it shows Walter Hinchliffe's preparations for a planned similar flight with Charles Levine (qv)].

 b. 14 January, 1903

Trained as a pilot in the Danish Army Air Force in 1927. Just before the MacRobertson Race, had competed in an aerobatic championship in Paris.

He flew with mechanic Daniel Jensen, who crouched under the main petrol tank which was fitted instead of the passenger seat. The Desoutter was already over 3 years old by 1934.

----------------

BRITISH AEROPLANES FOR DENMARK

Eight De Havilland Machines for Danish Air Force WITHIN the next few days a fleet of eight de Havilland aeroplanes will leave Harfield aerodrome to fly to Copenhagen in charge of officers of the Danish Air Force. The flight will be under the command of Capt. C. C. Larsen, who will pilot the "odd" machine of the flight, a de Havilland "Dragon." The other seven machines are "Tiger Moths."

The seven " Tiger Moths " will be used for the instruction of Danish pilots in the art of military air manoeuvres, and the equipment of the machines includes all the instruments necessary for "blind flying." Instrument flying is a relatively recent development of military flying training, and Great Britain has, perhaps, done more than any other nation to perfect the equipment. Following the adoption of instrument flying by the British Royal Air Force, nearly all other nations are adding it to their curricula.

The "Dragon" bought by the Danish Air Force is equipped for military purposes, and will also be used for light transport and for aerial survey. All the machines of the batch are fitted with de Havilland "Gipsy Major" engines.

WAITING TO GO : Seven "Tiger Moths" and one "Dragon" at Hatfield, ready to start for Copenhagen. The Danish crews include Capt. C. C. Larsen, Lts.  Clausen, Meincke and Rydman, Sgts. Eriksen, Petersen and Hansen, and Machine Officer Petersen. (FLIGHT Photo.)

The Hop to Darwin (by Lord Sempill)

1 WAS just preparing to make a start for Darwin when a D.H. " Moth," which had been very kindly sent over by the Vacuum Oil Co., landed to see if I was all right. Apparently the signal sent from Koepang, although it had reached them, had not Been very clear as to my intention to stop the night at Bathurst Island. They brought my mail which, of course, was mostly from Australia, and contained numerous hospitable invitations. Taking off on the short sea crossing, I arrived at Darwin and received a very kind welcome. The aerodrome has a level grass surface, but is, I understood, liable to become boggy after rain. It is 680 yards from north to south and 1,000 yards from east to west. There is a well-equipped meteorological office and a new shed was just being built. The Danish pilot, Lieut. Hansen, who had put up such a good performance in the MacRobertson race in an old Desoutter, was here on his return journey. He was hurrying home as he had only been given leave from his military duties until December 10. He had done some hard flying on the outward trip, putting in, on some sections of the route, sixteen hours a day.

MARCH 7, 1935 - 'Flight'

A British Entry for International Aerobatic Contest ?

ORGANISED by the newspapers Le Petit Parisien and Air Propagande, an international aerobatic competition, named " Coupe Mondiale d'Acrobatie Ae'rienne," will be held at Vincennes, near Paris, on June 9 and 10. The prizes amount to 300,000 francs, of which 100,000 will be awarded to the winner, 75,000 to the second and 50,000 to the third. It is reported that the following entries have been received:—

Detroyat (France), Al Williams (U.S.A.), Fieseler (Germany), Colombo (Italy), Staniland (Great Britain), Orlinsky (Poland), Hansen (Denmark) and Van Damruch (Belgium).

Judging from what we have seen of Staniland's masterly handling of the " Firefly," he should have little to fear from the aerobatic " aces " of other nations.

FLIGHT, FEBRUARY 15, 1934

The Danish Air Society (Det Danske Luftfartselskab) bought the second last manufactured Desoutter Mk.II in 1931. This aircraft was given the registration OY-DOD. In 1934, this aircraft was sold to lieutenant Michael Hansen, and in the following year to the Nordisk Luftrafik company. In 1938 it was sold to Nordjysk Aero Service, but Michael Hansen bought the aircraft back the same year and used it to fly to Cape Town and in the MacRobertson Air Race

Michael Hansen, 14.1.1903-23.3.1987, Danish pilot. Michael Hansen was trained as a pilot in the Army Air Force troops in 1927. Han achieved a seventh place (out of 20 runners aircraft) with a single-engine FK Desoutter højvinget monoplane in October 1934, together with maskinofficiant Daniel Jensen in the famous air racing Mildenhall (England) - Melbourne (Australia) in competition with some of the world's most talented pilots and fastest planes. It was a trip of no less than 19.895 km.

In 1937 flew he and engineer Aage Rasmussen to Cape Town and return with the same aircraft. The following year he participated in a Danish military søfly (De Havilland DH82A Tiger Moth) as islods on Eigil Knuth Dark Northern Expedition to Northeast Greenland. These flights he described in the books "43.000 km through the air" (1935) and "On the Danish wings in South and North "(1941). He was in a number of years president of The Adventure Club and ended his military career in 1963 as a lieutenant colonel in the Air Force. He is buried in Hørsholm Cemetery.

Literature: Michael Hansen: 43.000 km through the air (1935) and the Danish wings in South and North (1941), Ove Hermansen: Since Hansen flew to Melbourne in '34 - 75 years for Danish participation in the world's largest flykapløb from England to Australia (2009).

  1937

b. 31 Jan 1906

'Adviser to the Southern Air Forces in China' in 1937

In June 1938, the Bystander reported that "The first of the Auxiliary Squadrons to undertake co operation with the Army is No. 615, which was formed under Squadron Leader A. V. Harvey at Kenley in June of last year.

Rapid progress has been made during the first twelve months. The Squadron is equipped with nine Hawker Hectors and, in addition, there are two "Harts" and four Avro "Tutors" for training new officers as they join."

He was a British Conservative politician who served as an MP for 26 years.

d. 5 Apr 1994

Arthur Vere Harvey, Baron Harvey of Prestbury - Wikipedia

    Daily News (London) - Friday 20 November 1936

RAF from Feb 1918

"RECORD FLIGHT FROM FRANCE A record flight from Lille (France) London was made last night by British Continental Airways when an air liner their regular dally service completed the 160 miles' Journey In one hour. The machine was piloted by Chief Pilot Captain A. P. K. Hattersley and carried passengers and luggage. Captain Hattersley reported visibility to quite exceptional, and said that the evening light the coast England could be clearly seen before leaving the French side." Yorkshire Post and Leeds Intelligencer - Wednesday 20 May 1936

d. 19 Nov 1936 in British Airways (ex-KLM) Fokker F12 G-AEOT, which crashed near Gatwick Airport - "The pilot, Flt Lt A.P.K. Hattersley, was very experienced and had about 5,000 hours logged - he had, however, only done 2 hours in a Fokker F12 prior to the accident."

"Captain Arthur Patrick Kilvington Hattersley was 36 years old and had been flying since the age of 17. He was a flight lieutenant in the R.A.F. during the war. In 1923 he joined the South African Air Force and returned to England in 1926, becoming an R.A.F. instructor. Hattersley became one of the chief pilots of British Continental Airways, which later merged into British Airways. "

in 1912, aged 23

b. 22 Jan 1889 in Victoria, Australia; son of a blacksmith, and the co-founder of Hawker Aircraft.

A very early flier - RAeC Certificate No 297, in 1912. The following year, he made 5 flights 'on and off water' in a Sopwith-designed seaplane, which meant that they won the £500 offered by the RAeC. 

An even bigger prize in 1913 was the £5,000 offered by the Daily Mail for a race for seaplanes, to cover nearly 1600 miles in 72 hours round the coast of Britain. Harry (with fellow Australian H Kauper as mechanic) started off in a Sopwith from Southampton on August 16th. They got as far as Yarmouth but Harry felt unwell (later they worked out that he had sunstroke) and had to return to Southampton for another try, which started on the 26th.

Unfortunately, having made good progress on their first day, nearing Dublin on the second his foot slipped off the rudder bar, the aeroplane fell "like a stone" and dumped them in the Irish Sea, whence they had to be rescued by the Coastguard; the machine was wrecked. Harry was unhurt, Mr Kauper injured. The Daily Mail gave them a consolation prize of £1,000 "in recognition of their plucky attempt".

A few weeks later, he wrote off another Sopwith at Brooklands, badly injuring his back. The following year he did it again in almost the same place, this time failing to control a loop and spinning down into some trees. When spectators reached the scene, Harry was standing by the smashed aeroplane, "bewildered but unhurt".

Nothing daunted, he broke the British altitude record by climbing to 18,393ft in 1915, although it took him over an hour and he" suffered greatly from the cold"; he then broke the world record by getting to 24,408ft on 26 April 1916 (which started people wondering about perhaps flying to the top of Everest).

Next, in 1919, the Daily Mail offered £10,000 for a flight across the Atlantic. Harry, with Commander Kenneth Mackenzie Grieve R.N. as navigator, started from Newfoundland on 18th May but the aeroplane had problems with its radiator and they had to put down in the sea after about 800 miles. It was several days before the news emerged that they had been rescued by the small steamer 'Mary', and taken to Thurso. The Nation, having feared the worst, was mightily relieved, and gave them a terrific welcome; "No event since the Armistice has so stirred the popular imagination". Harry and Kenneth got the Air Froce Cross each (despite the fact that Harry wasn't actually in the Air Force), and £2,500 each as a not-inconsiderable consolation prize (although they had agreed to split the original prize 70:30). Before they could try again (on June 15th to be precise), Alcock and Brown had done it (just), been knighted by Mr Churchill and walked off with the cheque for £10k. Damn!

His luck finally ran out when he was killed in the Nieuport Goshawk G-EASK which crashed at Hendon 12 July 1921 while he was preparing for that year's Aerial Derby. The aeroplane burst into flames and spun in; Harry leapt from (or fell out of) the plane and was found some distance from its remains, "quite dead".

Harry Hawker - Wikipedia

 RAF Cranwell, 1922. Twice mentioned in dispatches.

 RAeC Certificate 9698 (1931)

William Helmore - Wikipedia

photo: 1916, when a Lieut in the Worcestershire Regiment, aged 23

Director (with Alan Butler as Chairman) of the 'Aircraft Operating Company'. In 1925, they were air surveying in British Guiana.

In 1923, he flew Alan Butler's DH37 'Sylvia' in the King's Cup, coming 5th (as had Alan himself, the year before), and then borrowed it again in 1925, coming 3rd.

Unfortunately, while he was making a test flight in 1927 in the DH37 (now re-engined and called 'Lois') the aircraft hit a scoring board and crashed. The passenger was killed and Hemming lost an eye and sustained other injuries.

Seen here on the left, in 1940

His grandfather (John) had owned and captained a number of vessels (including the Neville & Costa Rica Packet), but during the 1890’s depression most of the fortune had been lost.

His father, Captain Hemsworth – also (confusingly for us) called Godfrey Ellard – had been instrumental in the exploration of New Guinea during the latter part of the previous century; in 1885, the Maitland Mercury & Hunter River General Advertiser reported that:

“Godfrey Hemsworth, age 23, of Brisbane, filled the post of nautical sub-leader, and in the event of the death, or serious illness, of the leader he would take his position, except that he would not lead the party on land. He held a master's Certificate, and had been navigating officer of some of the finest steamers, was a member of the Meteorological Society of London, and was qualified to undertake any kind of marine surveying.”

Theodore F Bevan, of the RGSA, wrote about that expedition and the subsequent gold rush in his book ‘Toil, travel and discovery in British New Guinea’.

However, by 1906 Captain Hemsworth was listed as a 'pearler' in the electoral roll for Broome, Coolgardie, living in Weld Street. (A ‘pearler’ (leaving aside its use as an Australian slang word meaning ‘excellent’ or ‘good-looking’!) is someone that ‘dives for, or trades in, pearls’). There was obviously enough money for him to purchase some pearling luggers (in the end he owned 12 including the Blanche –named after his niece - and some others named after his sisters). He left Broome in 1908 and returned to Sydney.

It was while he was in Western Australia that he met Mabel; they married in Feb 1907. She was 'about 30 years younger than her husband' (who would have been about 45 at the time!)

Godfrey's nephew G E Hemsworth told me "Interestingly, I have a journal that a great aunt wrote about her life and that of her parents and siblings. It traces their lives from 1825 to the 1930’s, but not once does she mention Mabel, so obviously the family were not happy!"

Captain Hemsworth died in 1923. His estate amounted to about £12,000, which he left ‘for the benefit of his widow and six children’. Using average earnings, this would be worth over £2 million today.

Before the Race

Godfrey took his A and B pilots’ licences with the local branch of the Australian Aero Club in 1931, and then flew for Parer's New Guinea company. Not without incident, however:

“Mr- Mario Coucoulis, secretary to the Greek Consul-General in Sydney, left Mascot aerodrome on Saturday on a flight to Perth. His idea is to gain experience for a projected flight to Greece later in the year. Mr. Coucoulis and Pilot G. E. Hemsworth, who were flying from Sydney to Perth, made a forced landing near Wagga on Monday. The plane was damaged, but neither occupant was hurt. They intend to proceed when repairs are effected.”

The Queenslander, Thursday 23 July 1931

During the 1930s,when Papua New Guinea was governed by Australia, a quite extraordinary air-based operation was mounted in Bulolo to support the gold mining industry– so much so that New Guinea ‘led the world in commercial aviation’ at the time.

Bulolo during the gold rush days

In 1933 Godfrey and his brother John were living at Wychwood, Condamin Street, Balgowlah, New South Wales (although both were listed as having ‘No Occupation’). Their mother, Mabel, lived nearby in White Street.

Parer and Hemsworth arrived in England from New Guinea on August 6, 1934, breaking the journey at Singapore. The Fairey Fox in which they competed in the Air Race was bought from the Hon. Mrs. Victor Bruce, and was modified at Hanworth by W. S. Shackleton, who ‘cleaned it up very prettily’.

After the Race

“AMBITION TO FLY: Youth Granted Fees from Estate

Application was made in Equity yesterday by Neville Hemsworth, a son of the late Captain Godfrey Hemsworth, retired master mariner, formerly of Campbelltown, for an order for the payment of fees from his father's estate for the purpose of applicant's training as an aviator.

The application was made through the applicant's mother, the testator's widow, a resident of Manly. She said that her son Neville had just left school. He was aged 19, and wished to qualify as an aviator to obtain a pilot's "A" licence, and "B" commercial licence, and wireless and navigation licences. One of his brothers, Godfrey, was a pilot for New Guinea Airways at a salary of £900 a year.

Mr. Justice Nicholas made an order authorising the trustee to pay out of corpus £475 to meet the fees necessary for the purpose indicated, and in addition, £25 for books, instruments, etc.”

"... It’s an interesting story. My grandfather’s will gave the boys their money at 25, the girls were to receive a monthly payment. As Neville wanted to learn to fly he had to have access to the funds earlier and Mabel successfully argued that sufficient funds should be released to enable Neville to obtain his pilots license. When Godfrey died in 1923, the oldest child (John) was 15 and the youngest Hugh only a few months old. Mabel had many fine qualities and was certainly a loving mother however she was not good with money and of course six years later in 1929 the start of another depression and a second fortune lost. This indicates how important it was for Neville to obtain a good job and learning to fly would help achieve that."

…although Godfrey's working for ‘New Guinea Airways’ may not have been as glamorous as it sounds…

RAAF

The Australian government requisitioned two `C` class flying boats and their crews from Qantas, and two Seagull Mk5 amphibians, to form 11 Squadron RAAF. The boats were converted for war use in 5 days and on 25 September left for active service operations in the north of Australia; Godfrey, who had been accepted as a Pilot Officer a month before, was one of the pilots. During the next couple of years, he was promoted to Flying Officer, then Flight Lieutenant and finally Squadron Leader in 20 Squadron, based at Port Moresby, in April 1942.

His RAAF report, written in 1941, describes him as ‘of temperate habits’ and praised his ‘zeal and energy in performance of duties’, but he only scored average marks for his ‘personality, force of character and leadership’. G.W Pearce, the examiner, concluded he was:

“A keen and efficient officer. A good pilot and carries out his flying operations in a competent manner. Lacks the right service outlook. Is inclined to be argumentative with his seniors and has the ‘Qantas’ outlook in that he will not take the slightest risk in flying in case it will jeopardize his position with Qantas Airways after the war. He, however, commands the respect of his crew, and he is well liked by the officers”.

20 Squadron RAAF had an extraordinary history, which is perhaps best appreciated by reading this article reproduced in several newspapers of the time. It was written in April 1943, a year after Godfrey was killed:

"But I think those RAAF Catalina squadrons have done a greater job in this war than anyone else". This tribute from a fighter pilot of famous Squadron 75 is probably the best way in which to begin this story. Before Squadron 75 fought off Japanese bombers and Zeros over Moresby, and attacked them at Lae in March and April last year, the Catalina boys had bombed them hard at Rabaul.

Catalinas were few in number then, but they struck so daringly that the Japs must have believed our Moresby strength was greater and more varied than it was. At any rate, they paused in their southward rush and whenever they came over Moresby in those January days, they flew high and cautiously.

Today Australia's Catalina flying boat squadrons have won world-wide fame. In craft built specially for reconnaissance they have become a formidable striking unit. They have harassed the Jap from Truk to Tulagi. They have flown more than 2,000,000 miles in all weather over the Coral Sea and the Pacific to blow up in the dead of night his ammunition dumps and stores, destroy his grounded aircraft, tear gaping holes in his airstrips, sink his ships, plot his movements.

One lone Catalina actually tried to stop the Japanese task squadron in its descent upon Rabaul. Flt-Lt "Bob" Thompson, on patrol on January 21, spotted the convoy. He signaled that he would attack if it didn't hold back. The Japs continued full steam ahead. Thompson attacked. The Japs shot him down. The crew are believed prisoners in Japan.

That was the Catalinas' first loss in battle. Thompson's impudent daring is the key to the cool courage that has characterized the work of the squadrons ever since. Sometimes they have made newspaper headlines. But mostly they have plodded ahead quietly and doggedly. Theirs is not the swift dramatic flash of the fighter plane, told in short dynamic sentences. Theirs is the hard 18 to 22-hour mission to pin-pointed targets, their reward high flames, explosions, and billowing smoke.

But you can get drama only secondhand from the Catalina boys. They will tell you stories about others, never about themselves.

When I was there, the Cats had just returned from their big "bash" at Ballale in the Solomons Buin-Faisi area. As at other places, they had destroyed ammunition and fuel dumps, stores, and grounded planes, and young Sq-Ldr Stokes was credited with "the biggest fire since Makambo." Today in the mess they sing to the tune of 'The Man on the Flying Trapeze":

'They head her for home and the skipper retires

To dream of the headlines next day the "the fires

Were visible 90 miles distant" - the liars.

The Cat boats are flying tonight.'

That's the other side of the Catalina boys. Light hearted over their parodies in the mess - deadly serious in their job.

Pioneer Pilots

Beginnings of the Catalina squadrons go back to Empire Fying boat days. With German raiders in the Pacific, reconnaissance on a much wider scale was essential. While orders for Catalinas were placed in America, Qantas flying boats were taken over by the Commonwealth.

The names of Sims, Gurney, Purton, and Hemsworth, all Qantas pilots, began to dot the islands of New Guinea and the Solomons. They plotted fuel 'hide-outs" and secret operational bases. Sims is back with Qantas now. Gurney was killed in an American bomber returning from Rabaul (a New Guinea airstrip bears his name); Purton is missing from early Japanese operations in the north-west; Hemsworth was shot down in the Coral Sea battle. Al Norman, second-pilot with Gurney on the first Catalinas, also went in the Coral Sea.

Godfrey Hemsworth's is one of the first names you hear when you visit the Catalinas. It is an indication of a good pilot and a strong character. He could have come home another way from his shadowing of the Japanese Coral Sea invasion fleet, instead, he chose to make an even more thorough job of his search. Enemy floatplanes got him.

They tell this story of Hemsworth in the mess:

"He was on a night raid to Rabaul. That was early in the 'piece.' Second 'dick' was Bill Miller, DFM. They were attacked by five Zeros just as they were making their run. Their port engine was disabled and the old crate was holed in 157 places, including the petrol tank. One Zero was shot down.

"It was a tough spot, but with guns blazing, 'Goff' got away on one engine. They were forced down at Salamaua to get petrol. 'Goff' got her off again, still on one motor, and reached Moresby all out. Flying time home was 15 hours."

" 'Goff' had all the 'guts' in the world." they say.

A24-18, which was shot down on 4th May 1942, with a loss of nine aircrew, was piloted by Godfrey Hemsworth, whose brother Neville, also a WW2 RAAF veteran, dedicated the Museum on 8th May, 1992. The other aircraft is A24-20 shot down on 6th May. Both these aircraft were shadowing the approaching Japanese Fleet. A24-18 is credited with first locating the Fleet, and was subsequently ordered to identify and report back the size and content of the fleet. The plane did so and was not heard from again.

As to what happened then, 'there is no certain answer. We [the family] know he was shot down and that he and his crew were picked up; after that it becomes conjecture but there seem to be three theories:
1) picked up and then either clubbed to death or beheaded;
2) taken by ship to Rabaul and there killed, or
3) taken to Rabaul and transferred to a ship going to Japan that was then sunk by the Americans at some stage.

Hugh told me that Godfrey was killed on board the ship which picked him up but there is no actual proof, no records as to what actually happened.'

His mother Mabel received his Air Force Cross from His Excellency the Governor-General, Lord Gowrie, at Admiralty House on the 25^th of January 1943. She herself died later the same year, from leukemia, in Manly.

Godfrey's nephew G E Hemsworth told me that "Anne's husband Andrew was a prisoner of the Japanese, he was taken at Singapore. Godfrey's brothers all served in the RAAF: John was too old to fly, but served in the Middle East for three and half years in ciphers and equipment, moving along the coast and setting up airfields and ensuring the plans and men had the equipment with which to fight. He used to take lots of photo’s including German POW’s and Montgomery standing in a jeep etc. Hugh, the youngest, was a pathfinder and flew many missions over Germany. He won a DFC & Bar."

There is a memorial to Godfrey in the Port Moresby War Cemetery, Papua New Guinea (Memorial No 23791928).

 CWGC

No. 20 Squadron was established at Port Moresby on 1 August 1941 for a general reconnaissance role. The Squadron conducted long range patrols in conjunction with No. 11 Squadron until the outbreak of war in the Pacific. It then commenced anti-submarine patrols and bombing raids against Japanese bases. As the Japanese advanced into the South West Pacific the Squadron was also responsible for evacuating white civilians from areas threatened by invasion. While the Squadron moved to Bowen, Queensland in May 1942 in response to the increasing frequency of Japanese raids on Port Moresby it continued to conduct reconnaissance, anti-submarine and occasional bombing operations over the waters around New Guinea.

http://en.wikipedia.org/wiki/No._20_Squadron_RAAF

The serial numbers may be wrong:

http://www.adf-serials.com.au/

  1920, aged 32

b. 15 Apr 1888 in Simla, India, a 'law student' in 1915

RFC in WWI; commanded 66 Squadron in 1917.

In 1919, he offered flights to the general public in an Avro at Hounslow Aerodrome: £1 a head. There was enormous interest; queues of 50 or more were patiently waiting and the aeroplane could hardly get up and down fast enough. Consequently, he was described as the 'best-known of the competitors' in that year's Aerial Derby.

He and a Lieut Herrstrom then opened a flying school in Sweden - "ideal conditions for winter flying", they said.

Later, President of the Federation of Pilots; in 1924, he and Frank Barnard were in talks with Lord Thompson about the dispute over terms and conditions for the pilots of the newly-formed Imperial Airways.

He was still competing in 1927, coming third in the Poole Handicap for owner-pilots.

He got some flak in 1928 when he opened a service from Cape Town and Johannesburg using Junkers tri-motor aeroplanes but, as he pointed out, it was the cheapest option.

He was killed 21 July 1930 in Junkers F.13ge G-AAZK belonging to the Walcot Air Line, which crashed near Gravesend, Kent. His co-pilot and the four passengers also died. The inquiry concluded that the aeroplane had broken up in flight due to 'buffetting', but Junkers produced convincing evidence of pilot error, suggesting that he pulled out of an inadvertent dive too violently.

His ashes were scattered from an aeroplane over Croydon.

His book 'A Complete Course of Practical Flying' was published almost the same day.

 Janet Hendry

  1928

b. Adrossan, Scotland, 23 Oct 1906

  1932, aged 20

b. 7th November, 1912.

The extraordinary Mr Spitfire. Leant to fly in (of all places) Skegness. "After 25 hours solo bought a Comper Swift and in the 1933 King's Cup Race won the Siddley Trophy with it." In 1936, still the youngest competitor in the race.

d. 24th February, 2007

  1920

b. 29 Jun 1885

Test Pilot for Avro.

d. Dec 1972 in Aldershot

 Isabella Heslop

  1927

   1934

   1916

James Duff Hewett was born on January 18, 1891, in a near-Auckland district which is spelt Kihikihi and pronounced " Kee-kee " to avoid confusion with kai kai. which is Maori for "food." The R.Ae.C. gave him its certificate in June, 1916, two months after his transfer into the R.F.C. Whilst serving in France with Nos. 4 and 23 Squadrons he was awarded the C. de G. Post-war he put in a year with No. 20 Squadron on the Indian North-West Frontier. Thence, with rank of Sqd. Ldr., back to New Zealand. One of Hewett's brother officers in No. 23 was " 2nd Lieut. C. K. Smith," nowadays better known as Air Com. Sir Charles Kingsford Smith.

In 1924 Hewett joined the N.Z.A.F., of which he is still a member. Since 1927, when he bought one of the first Moths " seen in the Dominion (a " Gipsy I "), his connection with aviation has been mainly commercial, as managing director of Falcon Airways, Ltd., Auckland, which has its private aerodrome at Oraki. Hewett has flown some 4,000 hr. Now in his 44th year, he is perhaps senior to every competitor in the race.

HEWETT, a war-bird, is in command of No 1 Squadron, New Zealand Territorial Air Force. He is one of the Dominion's most successful commercial pilots and has flown 26 types of 'planes.

(ABCs guide, 1934)

Died 27^th October 1955 in Kerikeri, aged 64

 Mrs Hilda Beatrice Hewlett

Royal Aero Club Certificate No. 122 (29 Aug 1911)

  in 1911, aged 47

Wow, nice... ummm... what is that exactly? 

b. Hilda Beatrice Bird, 17 Feb 1874 in Vauxhall, London; married novelist Maurice Hewlett. Created and ran the first flying school in the UK, and then a successful aircraft manufacturing business with Gustav Blondeau. Her 20-year-old son Francis got his RAeC certificate shortly after she did (No 156). He later became an Air Commodore.

Emigrated to New Zealand (to get away from "crowds, convention and civilization") and died there 21 Aug 1943.

See Hewlett, Gail (2010) 'Old Bird - The Irrepressible Mrs Hewlett' (Troubadour Publishing Ltd, Leicester, ISBN 978 1848763 371)

First British Woman to hold an RAeC Certificate.

 Mary Hicks

  1928

 A Fleet Air Arm pilot; partnered Gyril G Davies in the Fairey IIIF in the MacRobertson Race.

AHSA_1985_AH_Vol_24_No_1-2 says:

"The pair who had flown together in the Fleet Air Arm became known as “Burglar Bill and the Missionary”. Davies earned the title of the “missionary” no doubt because since leaving the R.A.F. some time previously he had been running a shelter for destitutes in the West End of London. 

  1937, aged 42

b. 1895 in Surrey

RFC in WWI

AFC in 1920 for 'gallantry and distinguished services' in 70 Sqn, Egypt

A pilot at Martlesham. Made an attempt at the South Africa - England record in 1936 (flying 'Miss Wolseley', an Airspeed Envoy), but was delayed in Athens and abandoned the attempt.

m. 1926 Joyce Elizabeth [Martin]

Entered the 1937 Kings Cup Race, I'm afraid, "largely out of curiosity''. He was thrown out of the aircraft in very bumpy conditions near Scarborough; his passenger (the owner of the aircraft) Wing-Cmdr Percy Sherren, a native of Crapaud, Prince Edward Island, was also killed in the subsequent crash.

   1916

   in 1927

b. 10, or 11 Jun 1893, or 1894

WWI fighter pilot (7 victories, the last of which cost him his left eye); he then became a well-known pilot for Daimler Air Express, which formed part of Imperial Airways in April 1924.

On 18 December 1924 he flew G-EBBX, a D.H.34  single-engine airliner, from Croydon to Amsterdam but, after setting off on the return journey, the engine oil pressure started fluctuating alarmingly and he turned back; the engine was overhauled, and he tried again, with the same result. Again, the engine was overhauled and tested thoroughly and they finally got back to Croydon on Christmas Eve, although the engine was still running rather roughly.

The next person to fly the aeroplane was David Stewart; the aeroplane took off from Croydon later the same day and crashed within a few minutes, killing him and his 7 passengers. It was the first fatal crash suffered by Imperial Airways, and it led to the first Public Enquiry into a civil aircraft accident in the UK.

Hinch carried on as one of Imperial Airways' senior pilots; two years later, for example, he flew Geoffrey and Mrs de Havilland, plus another man and four other women, to India, to inaugurate Imperial Airways' Egypt-India Empire service. 

September 1925: "AIR PILOT'S RECORDS. COVERED HALF A MILLION MILES. Two world's records for length of time spent in the air and distance flown were created by Mr W. R. Hinchcliffe, the Imperial Airways pilot, who, when he arrived at the London Air Station, piloting a Napier D.H. express from Amsterdam, on Saturday completed 6000 hours' flying.

Mr Hinchcliffe has been flying continually for more than nine years, and, taking an average speed for the numerous different types of airplanes he has flown, has covered more than half a million miles by air. In flying this distance he has spent the equivalent of 250 entire days, or more than eight months, in the air."

October 1926: "AEROPLANE BLOWN BACKWARDS CAUGHT BY STRONG WIND AND CARRIED FOR MILE. Captain W. G. R Hiinchliffe, the Imperial Airways pilot, had the unique experience of travelling backwards through the air yesterday while testing one of the big Rolls-Royce air liners at Croydon Aerodrome. Ascending to a height of 2000 feet, he encountered a head wind so strong that his machine was blown steadily backwards for a distance of over a mile."

He came 4th in the King's Cup in July 1927.

 Then in August 1927 he was asked by wealthy American businessman Charles A Levine to try an east-west trans-Atlantic flight in the Bellanca monoplane NX237 'Miss Columbia'.

  Clarence Chamberlin had set the world long-distance record flying from New York to (near) Berlin in this aeroplane, with Levine as passenger; indeed, they had missed being the very first 'long' trans-Atlantic flight by only a few days.

However, this idea was abandoned after Leslie Hamilton, Lt-Col Minchin and Princess Lowenstein-Wertheim disappeared in their Fokker FVIIa G-EBTQ when they tried the same thing. Instead, they decided to try to break the long-distance record by flying to India, but only got as far as Vienna when oil pressure fluctuation (again!) and bad weather forced them to land.

There is some footage of the preparations at Cranwell for this flight, (and of the Fokker 'St Raphael' in which Hamilton, Minchin and Princess L-W lost their lives) here:  https://www.britishpathe.com/video/old-flying-stories/query/Levine

So (Hinch having already agreed a month's leave from Imperial Airways) they then took a leisurely flight round Italy, including an audience with the Pope on 3 October; the Pope gave Mr Levine the apostolic benediction, "blessing his future enterprises". The next day, however, intending to drop a present for Signor Mussolini's new baby boy, they had to make a forced landing in a vineyard, doing serious damage to the aeroplane but luckily not themselves.

The Bellanca was repaired but later destroyed in a hangar fire; another one, painted to look like it, was in the Virginia Aviation Museum.

'Hinch' disappeared with Elsie Mackay in 1928 trying to cross the Atlantic from east to west.

Elsie's parents, Lord and Lady Inchcape, generously put Elsie's £521,101 13s 4d in trust for the nation for about 50 years, after which time they hoped it "should be used to reduce the National Debt". They also gave Capt Hinchliffe's widow Emilie (sometimes known as Eileen) £10,000, his estate being a rather more modest £32.

photo: 1927, aged 35

 Australian 'Lone Eagle', aviation pioneer, killed in a crash in Italy in 1933

https://en.wikipedia.org/wiki/Bert_Hinkler

  1937

  1930

An AT&T pilot, then one of the original captains of KLM, then a flying instructor in the Reserve of Air Force Officers (RAFO)

 Mary Madge Home

b. Jodhpore, India, 13 Aug 1891

d. 3 May 1957, London

  1917, when a 2nd Lieut in the RFC, aged 20

  1928, aged 31

Technical director of Air Freight.

b. 9 Nov 1897 in Walton, Liverpool

Aged 18, and described as a "trick-cyclist", he was summoned in 1915 for committing a breach of the Realms Act by taking a photograph of one of his Majesty's ships at Barrow; he pleaded not guilty, admitted that he was carrying a camera, and was fined £5.

A close friend of Bert Hinkler, he made an extensive search over the Alps at his own expense when Bert went missing on his fatal flight in 1934, but then sued the Daily Mirror when they published their hair-raising account of his exploits, "Captain Hope's Ordeal in the Alps". He said there was "not one word of truth in it."

 m. 1920 Marjory [Stone]

Three-time winner of the King's Cup Race (1927, 1928 and 1932)

In the 1926 King's Cup race, "he had to descend at Oxford while racing for home in the last lap with a small “airlock" in his petrol pipe, which effectually put his tiny Moth machine out of the running. He landed in a small field - so small that he found it impossible take off again when his minor trouble had been rectified without pushing his  plane through three fields to a broader stretch of country, where he could rise. By this time it was so late that he decided that would abandon the race and go on at his leisure to Hendon.

Interviewed at his home in Hendon yesterday, Mr. Hope said: “The only thing that I am really disappointed about is that I feel sure that if this trifling mishap had not occurred I should most certainly have won. For three laps I was racing neck and neck with Captain Broad, with an aggregate speed equal to his - between 90 and 91 m.p.h." Daily Herald

At the end of the 1928 race, "Thinking all was over he proceeded to loop and stunt before landing, and having landed switched on his well known winning smile. Suddenly there was a terrific hooting, and Sir Francis McClean in his white Rolls-Royce came tearing across to tell Hope he had not crossed the finishing line... Within 30 seconds Hope was in the air again, discovered the finishing line, landed, and again switched on the winning smile fortissimo." C G Grey

Entered for the MacRobertson Race in 1934 (No 24) but didn't take part in the end.

 m. 1954 Hilda L [Stone or Hunt]

d. Oct 1979 - Isle of Wight

1935

Test pilot for Heston Aircraft Company.

In 1937 he formed Hordern-Richmond Aircraft Ltd at Denham, which made propellors; now part of Permali Gloucester Limited.

d. 1993

One of the original 16 pilots of Imperial Airways in 1924

b. Cheshunt, Herts 26 Nov 1899

RNAS and RAF in WWI, then joined Supermarine, followed by British Marine Co. as a flying-boat captain on the route from Southampton to Guernsey. When BMC became part of the newly-formed Imperial Airways in 1924, he was one of their founder-pilots.

In December 1926, he reported seeing a 'Mock Sun': "While approaching Ostend at a height of a thousand feet, shortly after 4 p.m. yesterday Captain H. H. Horsey, Imperial Airways pilot, flying a Handley Page Napier air liner from Cologne to London, had the unusual experience seeing two suns in the sky.

The two suns were exact replicas, even to the colouring of the clouds around them. Captain Horsey imagined that was "seeing things," but was reassured when his engineer, who was seated beside him, said that he also could see this phenomenon.

The Air Ministry meteorological expert at Croydon Aerodrome, after receiving a report of the pilot's experience, declared the occurrence to be a very rare phenomenon known to meteorologists as a 'mock sun.'"

(Ahem), apparently this expert was referring to a 'parhelion'; "Parhelia occur when the sun or moon shines through a thin cirrus cloud composed of hexagonal ice crystals... (they) most commonly appear during the winter in the middle latitudes."

Here's what they must have seen:

In June 1927, he created a new record for big passenger aeroplanes, by flying from London to Cologne in one hundred and sixty minutes, at an average speed of 130 miles an hour.

Address in 1932: 138 King's Hall Rd, Beckenham, Kent

A flight commander in the ATA in WWII, but died 6th January 1941 after he hit cables and crashed on 2nd January,  2.5 miles NW of Wroughton ferrying a Curtiss Mohawk.

G.P. Olley wrote in his obituary: "An atmosphere of gloom settled over the war-time base of British Overseas Airways Corporation when the tragic news came throught that Captain H. J. Horsey ('Horse' to his friends, and that meant every one) had died suddenly from the injuries he had received in an accident some days before."

Gordon reported that, a few days before, "poor old 'Horse' was concerned that he had broken his clean record - up to then, he had never had a major crash, or harmed a hair of the head of a single passenger."

Herbert is buried in Hatfield Heath, Essex.

  1920, aged 38

b. 14 Aug 1882 in London

A really early flier - RAeC Certificate No 222, in 1912; up to then he had been the Secretary of the Royal Aero Club, but transferred to the RFC as a Second Lieutenant (on probation) in July 1912.

In 1911 he had helped to translate Robert Petit's "How to build an aeroplane' from the French, including the prediction that aluminium "will soon be completely abandoned in aeroplane construction".

He wrote several other books, including "The Boys' book of Aeroplanes" (1913).

After WWI he continued in the RAF in Egypt, Palestine and, er, Bircham Newton in Norfolk. His final posting was as commander of the RAF station in Hinaidi, Iraq from 1929-31, and he then retired as a Wing Commander.

 Miss Margaret Hughes

Royal Aero Club Certificate 8615 (31 May 1929)

  1933, aged 24

Lloyds Insurance Broker; he married actress Florence Desmond after Tom Campbell Black's death.

Honorary Flying Instructor to the Insurance Flying Club at Hanworth

 photo: 1930, aged 19

b. 14 April 1911 in Doncaster

The Aeroplane described him in 1936 as "A mining engineer ... has to climb up several thousand feet to get into his Speed Hawk Six - from the bottom of the family coal mine." (Ha!)

[From 1937 his father, also called William, was Chairman of the Doncaster Amalgamated Collieries, Ltd, until they were nationalised. William Snr was a keen racehorse owner; his horse 'Nearula' won the 2000 Guineas in 1953 and he died in 1964 aged 89.]

Bill didn't work in the family coal mine, however.

From 1939 to 1948, he was test pilot for Hawkers - initially testing Hurricanes, right up to the prototype Sea Hawk - then later in their Sales Department in the Middle East.

d. 1 Mar 1992

His grand-daughter is Kate Humble, the TV presenter. (See 'Who Do You Think You Are', Series 6). She says 'He was unbelievably handsome ... a rogue, a very good-looking rogue. I was 23 when he died. He lived abroad, but came back to England in the late 1980s, when he got ill. Because he wasn't a good father to my father, and didn't really like children, I only got to know him better when I was an adult.'

  1932, aged 23

 The wonderful Shuttleworth Collection was set up in his memory by his mother, starting with his cars and aircraft. It has several aeroplanes of the period:

see Shuttleworth Home - Shuttleworth Events & Attractions

Killed in WWII: 2nd August 1940 in a flying accident in a Fairey Battle; buried Old Warden, Beds

  1929, aged 27

'A Member of the London Stock Exchange'

Killed in WWII: 10th August 1941, when Acting Lieutenant, HMS Daedalus RNVR; buried West Norwood Cemetery

  1926, aged 38

Born in Xlanga, S Africa but living in Northumberland; 'a shopkeeper'