Per Ardua (Per Ardua and Life Begins at Forty Book 1)
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His chief was Colonel J.
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At that time he was still interested mainly in the construction and development of balloons and airships, some account of which will be given in the next chapter. Colonel Capper, however, neglected nothing which might further the cause he had at heart, the endowment of the British Army with the means of flight.
As far back as he had gone to North Carolina to persuade the Wright Brothers to continue their experiments in England, but he and they had been frustrated by the Treasury, which refused to sanction the expenditure involved. Colonel Cody himself was similarly thwarted.
All through he laboured, hampered almost as much by Treasury control as by the complexities of the problem he sought to solve. Moreover, private firms, brought in to aid the Govern- ment factory, were dilatory, stupid, or merely unbusinesslike. A further telegram had, therefore, to be sent you with your full address thereon.
In the circumstances I should be glad if you will kindly remit me the sum of ten pence rod. Receiving only a few hundreds a year he sought for months to obtain permission to pay income tax at the more favourable rate of ninepence as contrasted with one shilling in the pound.
His failure to fill in the proper form, however, proved his undoing and his application was disallowed. To financial difficulties were added others of a more technical kind. Those early years, indeed, are haunted by inventors, from Sir Hiram Maxim onwards, who had solved, at least partially, the problems of the shape and angle of wings, only to be defeated by the difficulty of finding an adequate and reliable motive force with which to propel them through the air.
It was over this wide stretch of Wiltshire that he was killed in August by the breaking of his machine in mid-air. Another pioneer was Lieutenant J. Dunne of the Wiltshire Regiment. He was encouraged by Mr. This was in and by that time he was already beginning to experiment with models built on the principle of the soaring bird. Two years later the War Office was sufficiently interested to extend some encouragement to his experiments. On one point the authorities were adamant: everything was to be done in the strictest secrecy.
Dunne was forbidden to wear uniform and was shown in the Army List as an invalided officer on half pay. By the end of it seemed probable that, if his experiments were successful, he would be able to produce an aeroplane which would be inherently stable and, therefore, able to fly in almost any conditions. His glider was constructed piecemeal in the shops of the balloon factory at Farnborough and put together by him- self and an assistant in a locked room.
When his machine was finished, Haldane, then Secretary of State for War, induced the Marquis of Tullibardine, heir to the Duke of Atholl, to put the lonely grouse moor overlooking Glen Tilt, near Blair Atholl, at the disposal of the inventor and his assistants. In a small party in plain clothes, afterwards the nucleus of the Aeroplane Section of the Air Battalion, arrived at this out-of-the-way spot and set to work.
The machine they used was fitted with two Buchet engines, which together developed less than 15 horse- power. Undismayed, the inventor and those with him, removed the engines and used the aeroplane, known as D. The intrepid Marquis caused himself to be tied to it and taken to the edge of a cliff some 2, feet above sea-level.
They were dealt with firmly by the Duke of Atholl, who, entitled by ancient statute to maintain an army of his own, set a cordon round the area of experiment. Inquisitive strangers were headed off, but a German Intelligence Officer was allowed to steal a model, since it was one of a machine which had already proved a failure.
This was in In Dunne produced another machine, the D.
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He also built a man- carrying glider so that the pilot might become familiar with the aircraft before attempting to fly a power-driven model. Gibbs, Royal Field Artillery. He made many successful glides, notably one of forty-four yards on the 9th October, but eventually caught his foot in some gorse and fell right through the centre of the machine, and that was the end of it. The power-driven aeroplane was not successful, again because of the bad performance of the engine, an R.
The atti- tude, at that time, of the War Office towards the military use of aeroplanes is well illustrated by a talk which Dunne had with two leading members of the Army Council. To his statement that aeroplanes could not maintain themselves in the air at speeds of less than forty miles an hour, one of the two replied that it was impossible for any one moving at such a pace to see any thing at all.
Meanwhile, Mr. Verdon-Roe, dismissed from Brooklands, had emigrated to Lea Marshes, where he rented two railway arches in which he installed a new triplane. Being almost at the end of his financial resources he was compelled to part with his 24 h. Antoinette engine and to make do with a 9 h. By all Trade Union conditions I would have been termed an employer of sweated, ill-paid labour, but no one seemed to mind; it was only the job that mattered.
The sight of this strange contraption buzzing perilously six or ten feet above the ground deterred her from her resolution, and she wrote to the inventor offering to take his place in the aeroplane and thus save his life at the probable expense of her own. With great tact, Mr. Verdon- Roe replied that he would allow her to do so when he had per- fected his invention.
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Soon afterwards he was pursued by a bailiff, put upon his track by the local authorities for disturbing the neighbourhood by his experiments. His habit of early rising proved a great trial to the representative of the law who, however, eventually caught him red-handed. Very fortunately for Roe, a day or so later Bleriot flew the Channel and the resulting kudos acquired by aviation was such that the local authorities did not venture to bring into Court one of their own compatriots charged with the crime of trying to fly his own aeroplane.
Late in Major Lindsay Lloyd, a more enlightened manager to Brooklands, converted the open space enclosed by the track into an aerodrome. The English, who usually start late, but who have developed a habit of finishing well in front, were at last beginning to take an interest in aviation. Inspired by the feats of foreigners such as Paulhan, Bleriot, and Farman, and by their own compatriot Grahame-White, a number of young men established themselves side by side with Verdon-Roe at Brook- lands, which soon became the experimental ground of the British aircraft industry.
By the spring of they were to be seen running about in aircraft of their own invention in an endeavour to get up sufficient speed to rise into the air. Gilmour, and Mr. Hewlett, the wife of Maurice Hewlett, the novelist, set up an Aviation School at Brooklands and, among others, taught her son to fly. Here the pioneers met for food, drink, and argument. Hedges Butler, assisted by the Hon. Rolls, an early pioneer and founder of the Rolls-Royce Company, whose engines thirty years later were to win the Battle of Britain.
He lost his life flying a Wright biplane on the i2th July From onwards the Aero Qub issued flying certificates, which the Government subsequently recognized as a warrant of proficiency. Among the first hundred to whom the Club granted them were Mr. Sopwith and Mr. Geoffrey de Havilland. Sopwith built his first aeroplane in It vras bought by the Adiniralty, and with the money thus obtained he established himself at Kingston where he built two more machines, one of which was successful.
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The other, a flying- boat, was destroyed in its trial flight. In the war which began in the company he founded achieved the Hawker Hurricane vdthout which the Battle of Britain would not have been won. He was responsible for the famous D. It was in , too, that Mr. Eustace and Mr. Horace Short, makers of motor-boats, began to take an interest in aviation. Their names will be ever associated with the moderately successful Stirling and the very successful Sunderland flying-boat. Charles Rolls, and G. Cockbum, carried on their strange and fruitful activities.
As has already been recounted, the last-named, who was the sole representative of Great Britain at the famous Rheims Aviation Meeting of , taught the first four commissioned officers to be allowed to learn to fly. They were Lieutenants C. Samson, R. Gregory, and A. Both pupils and instructor were enthusiastic though their activities were somewhat hampered by the weight of Cockburn, whose fourteen stone, together with the weight of the pupils, proved a heavy burden for the 50 h.
Gndme engine of the aeroplane. It was rarely able to attain a height of more than thirty feet. Aerodromes were now beginning to appear in other places. But the Government, still slow to appreciate the importance of the new science, continued to lag behind. In Holt Thomas founded the Aircraft Manufacturing Company and engaged on a campaign to prove that a national air force was not a luxury but a necessity. While Eastchurch saw the beginnings of naval flying, Larkhill saw those of military. In the autumn of Captain Dickson, who had then joined what was subsequently the Bristol Aeroplane Company, appeared at army manoeuvres in a Bristol biplane.
Here he encountered the hostility of cavalrymen who saw dinoly in his strange, lumbering machine an indication that one day their occupation would be gone, A few weeks after the manoeuvres Dickson was the victim of a collision at an Aviation Meeting at Milna. He never really recovered from the injuries he then received and died in September Associated with Dickson and Fulton was, again. Captain Gibbs who, after the experiments with the Dunne aeroplane, learnt to fly in France. After they had been at Larkhill for some time the indefatigable Cockbum arrived fresh from teaching the naval officers to fly at Eastchurch.