CHAPTER VIII
THE PROTOTYPE OF THE FIGHTING SCOUTS
Harry’s Stroke of Genius—Ninety Miles per Hour with an 80 h.p. Gnome—When German Interests were at Brooklands—The Real Value of “Stunting”—A Biplane that Exceeded Expectations—When Hendon was Surprised—Construction of the Tabloid—Contemporary Sopwith Products—In Harry’s Absence—Pixton Pilots a Tabloid to Victory—A £26,000 Ante-Bellum Aviation Company—Mr. Rutherford—Another Type of Genius—One of Harry’s Records Broken—An Australian Poem—Death of Hamel.
CHAPTER VIII
Were I asked to state in brief my justification for writing this public record of the life and work of Harry George Hawker, I would say that Thursday, November 27th, 1913, should be remembered as a day marking one of the great innovations in aeroplane design, a feature which contributed largely to Britain’s supremacy during the Great War, and for which Harry was principally responsible, although he was always too modest to acknowledge that he had contributed more than a little towards it. The occasion was the arrival at Brooklands from the Sopwith Works of the 80 h.p. Gnome-engined Baby biplane, afterwards known as the Sopwith Tabloid. Although engined with a unit of orthodox dimensions, this machine could be described as a miniature biplane, the wing surface having been cut down to a minimum.
Prior to the inception of the Tabloid, the only reason for building biplanes, as opposed to monoplanes, was to get a large wing surface in as compact a form as possible. Therefore, when comparatively great weights had to be carried which demanded the use of big wing surface, biplanes were constructed. Furthermore, a certain structural weakness that had been revealed in the monoplane types of the day also contributed to the popularity of the biplane. But it was wholly a new idea to construct a biplane of smaller dimensions than the average monoplane. The initiation and general arrangement of this new type was entirely Harry’s work, and was a most wonderful stroke of genius.
Almost every day somebody achieves a measure of fame by constructing some machine or other (not necessarily an aeroplane) of colossal dimensions surpassing anything previously engineered, but to achieve notable success by adverting to a Lilliputian scale, seemingly primitive, is surely indicative of genius, and this is precisely what Harry did. The Sopwith Tabloid was a prototype which was copied far and wide by most of the leading aeroplane constructors in every country where aeroplanes were manufactured.
Naturally, when the machine arrived at Brooklands in its packing-case, Harry was very anxious to get it assembled and into the air, particularly as he was shortly returning “down under” to Australia, on a visit to his people and for a spell of flying there, and, all being well, he would take the Tabloid with him. After spending only an hour and a half in assembling it, he took the air and flew round the track at 90 miles per hour, an unprecedented speed for such a low-powered machine. His landing, too, was remarkably slow; and the speed contrast meant that his first design was an unparalleled success.
I am not sure whether he was inspired by the necessity of having a small machine to carry on board ship, or by Hamel’s performance in the Aerial Derby with clipped wings, but whatever it was induced him to design the machine, Harry was responsible for a trend in aeroplane design that has only been equalled in importance perhaps by the innovation of the monoplane wing devoid of external bracing, and even for this it could not be claimed that it was of incalculable, if any, value to the Empire and the world during the Great War. Fighting scouts—thousands of them—were subsequently made for the Allies, and were the outcome of Harry’s genius.
It is a fact of no small significance in view of subsequent events that when the Tabloid made its début at Brooklands a German aircraft concern was established there, and on Saturday, November 29th, Herr Roempler, a famous German pilot constructor, was flying one of the German D.F.W. machines.
The Tabloid was intended as a machine on which stunts of every description could be performed. Sopwith and Hawker were among the first to realise that manœuvrability, or the “stunting” property, was of more than mere spectacular interest, and that in time of war it would be of incalculable value. With such principles at the back of his mind, Harry announced his intention of looping-the-loop at an early date, a feat that Pégoud had introduced in order to demonstrate the strength of the Blériot monoplane and remove the prejudice against that type. The engine, tanks, pilot, and passenger were massed together in an unusually small compass, the passenger being seated side-by-side with the pilot. The original anticipated maximum speed was about 85 miles per hour, but in actual practice 94 miles per hour was exceeded. The wings, which were only very slightly curved, or cambered, measured only 26 ft from wing-tip to wing-tip. The curvature of the wings was considerably less than that of the standard type tractor biplanes, although wing spars of exactly similar section were employed—a notable instance of early standardisation. The original Tabloid had warping wings—not ailerons.
Pixton, who incidentally won the International Schneider Cup Contest at Monaco in the following year on a Sopwith Tabloid seaplane, had now come to the Sopwith hangars to carry on the work which Harry must relinquish during his sojourn in Australia.
In an earlier chapter of this book reference was made to the deviation of the hub of British aviation from Brooklands to Hendon, where the London Aerodrome had by now developed into a popular rendezvous of London folk, and a good selection of British and Continental racing aeroplanes was to be found. Two days after having erected the Tabloid Harry flew it over to Hendon at a speed of over 94 miles per hour. Entering the aerodrome, he made two circuits at what was then considered an astounding speed, estimated at 90 miles per hour. Earlier in the day he had been down to Farnborough with the machine, where in an official test he attained a maximum speed of 92 miles per hour, a landing speed of 36·9 miles per hour, and a rate of ascent of 1,200 feet per minute. This performance, which was a world’s record, was carried out with a passenger and fuel for 2½ hours. Empty, the machine weighed only 680 lb. On the following day Harry returned from Hendon to Brooklands, where he was surrounded by numerous admirers of the new Sopwith-Hawker product.
TESTING THE LIFEBOAT. ON THE BACK OF THE ORIGINAL PHOTOGRAPH HARRY WROTE: “NOTE THE BROKEN ICE BETWEEN THE BOAT AND SHORE.”
[Facing p. 122.
THIS PICTURE SHOWS SOME OF THE DIFFICULTIES IN GETTING THE AEROPLANE TO THE STARTING-GROUND IN NEWFOUNDLAND. THE DRIVER APPARENTLY TOOK THINGS LYING DOWN.
[Facing p. 122.
The following description of the Sopwith Tabloid is extracted from Flight, December 20th, 1913:
“When the latest production of the Sopwith Aviation Co. made its bow to the public at Hendon a few Saturdays ago it did so like a bolt from the blue, and, wasting no time in showing what it could do, immediately completed two circuits at a speed of about 90 m.p.h. The successes of the former Sopwith machines—designed by Mr. T. O. M. Sopwith and Mr. Sigrist—are, no doubt, still fresh in our readers’ minds, and with this new 80 h.p. “baby” biplane, in the design of which Mr. H. G. Hawker, who piloted the former machines to success, has played an important part, it seems that further achievements will soon be added to the credit of this go-ahead Kingston firm.
“The general lines of the new biplane are similar to those of the other Sopwith Tractor machines.... It has been designed with the intention of producing what might be called an exhibition machine, that is to say, a machine capable of performing all sorts of evolutions such as steep bankings, small circles, switchbacks, etc. This machine is therefore of small dimensions, having a span of 25 ft. 6 ins. and an over-all length of 25 ft. The total area of the main planes is 240 sq. ft., which gives a loading 3 lb. per sq. ft. light or 4·5 lb. per sq. ft. fully loaded, the weight of the machine empty, and with pilot and 3½ hours’ fuel, being 670 lb. and 1,060 lb. respectively. The main planes, which are comparatively flat, are set at a slight dihedral angle, and the top plane is staggered forward 1 ft. They are built up in two cellules, the lower planes being attached to the lower portion of the fuselage, whilst the top planes are secured to a centre panel supported above the fuselage by two pairs of struts; there are only two other pairs of struts, separating the main planes near the extremities.... In plan form the planes have a greater length in the trailing edge, as on the Morane monoplane. The fuselage follows usual Sopwith practice, being rectangular in section, tapering to a vertical knife-edge at the rear. The pilot is seated in a small cockpit between the planes, whilst another seat for a passenger is provided on the pilot’s right. The forward ends of the top and bottom longerons converge, forming an attachment for the front engine bearer. The 80 h.p. Gnome engine is mounted in the nose of the fuselage, and is almost completely covered by a neat aluminium cowl, but is nevertheless efficiently cooled by the stream of air pressing through a narrow slit formed in the cowl by the front engine bearer; the lower extremity of the engine also projects slightly below the cowl. The latter is easily detachable, and hinges forward, giving easy access to the valves. The carburetter, to which the petrol is fed by gravity, projects within the cockpit, and can easily be got at by the pilot or passenger. The landing chassis has been considerably modified, and consists of two short skids, each connected to the fuselage by a pair of struts. At the rear the skids are connected by a streamlined cross-strut, in the centre of which is hinged the divided axle, carrying at its outer extremities the covered-in running wheels. In its normal position the axles lie in a groove formed in the cross-strut, thus maintaining the streamline effect of the latter. The axle is sprung by means of rubber shock-absorbers attached to the skids, and is held in position by two very short radius rods, hinged to the rear extremities of the skids. In order to prevent the cross-strut from bending downwards in the middle, it is braced at this point to the fuselage by a wire.... The tail consists of a semi-circular stabilising plane, to the trailing edge of which are hinged two elevator flaps with a balanced vertical rudder, almost circular in shape, between them....
“Lateral control is by wing warping, the movement being carried out by a wheel mounted on a vertical column, a fore-and-aft movement of which operates the rear elevators through a connecting-rod and countershaft. The warp cables are led from a rockshaft to pulleys let into the uprights of the fuselage just above the rear spar attachments of the lower plane. From these pulleys the cables go to the top sockets of the rear outer struts. A continuous cable also runs from each of the outer rear strut sockets of the lower plane over pulleys on the tops of the two rear struts attached to the fuselage.... Flying over the measured course at Farnborough, fully loaded with fuel for 2½ hours, pilot and passenger, a maximum speed of 92 m.p.h. and a minimum speed of 36.9 m.p.h. were attained. The climbing speed was 1,200 ft. in one minute, also fully loaded—quite a credit to British aeroplane design. It was originally intended to take this biplane over to Paris during the Aero Show in order to demonstrate its wonderful capabilities in the home of aviation, so to speak. We understand, however, that this plan has been changed, and that the machine has been sent out to Australia, where Mr. Hawker will put it through its paces above his native soil, and endeavour to rouse the interest of the Australian Government. After staying there some months, we may hope to see him back in England. Our readers will, we feel sure, join us in wishing both Mr. Hawker and the Sopwith Aviation Co. every success in this latest enterprise.”
Among other new machines under construction at the Sopwith Works about this time may be mentioned a huge seaplane of 80 ft. span, propelled by two 120 h.p. Austro-Daimler engines. The two propellers were each of 12 ft. 6 in. diameter. There was also a new type of flying-boat driven by a 200 h.p. Canton-Unné, or Salmson, radial water-cooled engine. This machine, which was exhibited at the Aero Show held at Olympia in March, 1914, was considered the strongest and best-made flying-boat of its time. Very soon after the advent of the Sopwith Tabloid, and shortly after Harry’s departure for Australia, another Sopwith made its first appearance, in the shape of a machine whose size was between the Tabloid and the standard 80 h.p. tractor biplane. This new biplane, known as the Tweenie, was engined with a motor of 100 h.p. The first model was acquired by the Admiralty. In April, Pixton, on a Sopwith Tweenie fitted with floats, won the classic Schneider Cup at Monaco. The achievement attracted much attention from foreign journalists as signifying a great British triumph. Very little notice of the event was taken by the British lay Press; but the Royal Aero Club held a luncheon in honour of Sopwith and Pixton, on which occasion Sopwith recounted many of the amusing little incidents which led up to the evolution of the winning machine.
Before giving a detailed account of Harry’s experiences on his Australian expedition it is well to record one or two happenings which transpired in his absence from England.
“Will o’ the Wisp,” in Flight, January 10th, 1914, perpetrated the following, which calls for no further explanation:
“‘Sopwith Aviation Company, Ltd. December 15th, 1913. £26,000 (£1) (6,000 six per cent. cum. pref. and 20,000 ord.). To take over,’ etc. Um—sounds all right. Fast little beggar that new Baby-plane. Good Hydro, too, that one that nearly got round the circuit. Clever chap T. O. M., clever men with him, too: what are we going to see in 1914?”
An Australian, after a visit to England, said: “Plenty of flying can be seen at Brooklands. They’re cool customers nowadays. They bid you good-day, hop on board their machine, there’s a whiz and a flutter, and your man is out of sight, all in a space of a minute or two.”
Of nine tractor biplanes ordered from the Sopwith firm by the War Office about this time, Harry was only able to deliver the first, as the others were completed in his absence, when Pixton was responsible for delivery.
Harry’s name was well known outside aeronautical circles, even in these days, when trans-Atlantic flights were no more than suggested. The following incident, reproduced from Flight of January 31st, 1914, provides amusing evidence of this. “Will o’ the Wisp” is again the culprit.
“When Mr. Hawker returns to this country from Australia he will have to search out Mr. Rutherford, of Gainsborough, and have a few words with him. Mr. Rutherford rode up to one of the hotels in Lincoln the other day on a motor-cycle, and said he was Hawker, come to do some exhibition flying in the neighbourhood. He was, of course, immediately the hero of the place, and was introduced to all and sundry. He had great tales to tell of his flight round Great Britain and what he was going to do in the future. So friendly did he become, that he promised to take many of the guests for a joy-ride so soon as his mechanics should arrive with the machine. Of course, there is always somebody who can’t leave a poor chap alone, and the kill-joy in this case was a policeman, who turned up and arrested the giddy Rutherford for stealing the motorbike, which he had hired at Gainsborough and had forgotten to return. The police found that he was in the possession of ninepence, which goes to prove the old saying that it is not always necessary to possess money to be happy. Incidentally, he said he had had over a thousand offers of marriage. Perhaps, when he has finished his four months’ imprisonment, he will consider one of them.”
On Tuesday, February 3rd, 1914, Harry’s British height record of 11,450 feet was unofficially broken by Raynham, who, with Mr. Harold Blackburn as passenger, ascended to 15,000 feet. Harry’s absence in Australia provided an unique opportunity for his records to be broken and new records held by others, at least until his return. On the following Tuesday, under official observance, Raynham broke Harry’s record for one passenger by ascending to 14,420 feet with Mr. MacGeagh Hurst. On March 7th, Captain Salmond’s flight of December 13th, 1913, when 13,140 feet was reached, was officially recognised as beating Harry’s record. Harry’s other records, for one, two, and three passengers, still stood, pending confirmation of the reports of Raynham’s attempts to break them.
“Aeolus,” in Flight, May 15th, 1914, wrote:
“From a chatty letter to hand from Mr. George Payne, of Ballarat, Australia, it is evident that Harry Hawker’s trip ‘down under’ has created considerable enthusiasm among our Australian cousins. In the case of the local poet this enthusiasm has found vent in the following effort, which I think well entitled to a corner in this page:
’ARRY ’AWKER.
(After Kipling, behind scratch.)
News Items.—Mr. Harry Hawker, the young Australian airman, made several successful flights at Caulfield in the presence of 30,000 people. During one of his flights he was accompanied by a young lady.
Senator Millen, Minister of Defence, was a passenger with Mr. Hawker in a recent flight over Melbourne.
’E’s a boster! ’Arry ’Awker,
’E’s a doer, not a talker,
Wot we calls a real corker,
Tho’ not rash;
’E cares nothing for a blizzard,
Though it cut him to the gizzard;
In the air he “is”—a “wizard”—
Less the smash.
An’ ’e don’t use any frillin’
Just to set the people thrillin’
When they pay their bloomin’ shillin’
At the show;
But ’e takes things wery easy
While ‘e sees the engine’s greasy,
An’ ’e shouts, ’owever breezy,
“Let ‘er go!”
An’ away ‘e goes a-soarin’,
While the ladies all adorin’
With us common blokes a-roarin’
In our joy;
An’ our praise ’e needn’t flout it,
So let everybody shout it,
For there is no doubt about it
‘E’s the boy!
An’ we ‘ear that Mr. Millen
Found that flyin’ way so killin’
That no doubt ‘e’ll now be willin’
Straight away
To give ’im an invitation
To be boss of aviation
For our young Australian nation,
With good pay.
With ’is plane to fly about in
‘E’ll be just the boy for scoutin’
If the foeman pokes ‘is snout in
Doin’ wrong.
’E will never prove a balker,
’Ere’s good ’ealth to ’Arry ’Awker;
May ‘e keep like Johnny Walker—
Goin’ strong!
But be wery careful, ‘Arry,
While with us you mean to tarry,
Or I’ll bet you’re bound to marry
Wery soon;
For you’ll find yourself a-sighin’,
An’ the ring you will be buyin’,
If you take the ladies flyin’,
Near the moon!
“In his letter, Mr. Payne also mentioned that Australia is sending us another of her sons, as Mr. Treloar, of Ballarat, is going to England shortly in order to be initiated into the gentle art of flying. I hope that Mr. Treloar will prove as apt at handling the control-lever as are those of his compatriots who have already made a name for themselves in the flying world over here.”
The saddest episode of which England’s shores were the scene during Harry’s absence in Australia was the disappearance of poor Gustav Hamel, who, after setting out to fly to France, flew into a Channel fog and was never heard of again.