“Now, unless we are content to assume that aviation has no bearing on military and naval operations, the answer is that these stations are necessary, even supposing the practical aeroplane has not yet materialised. That, of course, we do not allow, since we know the contrary to be the case. But even supposing it were so, we do know that its day is not far off, and as we construct dry docks large enough to take in battleships far exceeding in size those at present afloat, we must provide accommodation for our air fleet to be, for the sane and simple reason that it takes far longer to put up buildings than to construct the aircraft to occupy them.

“So far as we are able to read between the lines of the letter we have traversed, the meaning of it all is, that all the necessary experimental work is to be carried out by private firms at their own risk and cost, and that the State, which must ultimately benefit, should placidly stand aside and wait until private enterprise has accomplished the perfection of the machine. Never mind what is being done in other countries or what lead they may have or hold, let no penny of public money be spent on the development of aviation, but rather let that be left to the fools and the patriots. Such logic sickens us. Fortunately, we are able to think that it appeals to but a small minority of our countrymen.”

On Saturday, September 6th, 1913, ending a week of rainy and windy weather, Harry started from Brooklands for Eastchurch at mid-day, carrying Mr. Simms as passenger, in one of the 80 h.p. Gnome tractor biplanes, for the purpose of delivering the machine to the Admiralty. He, however, lost his bearings at 1,500 feet, owing to the dense fog, and landed at Cheam. After leaving there with the intention of returning to Brooklands, he got lost again, and this time came down to learn that he was at Guildford, whence he easily found his way back to Brooklands. He ultimately made the flight to Eastchurch in 56 minutes, two days later, against a strong wind. With a full load and passenger he made a record climb for one of these 80 h.p. Gnome Sopwith Tractors, rising to 3,200 feet in 7 minutes 15 seconds. Leaving Brooklands at 2.40 p.m., he made Eastchurch shortly before 4 o’clock.

In spite of an overcast sky and a gusty wind, on Sunday, September 7th, many people flocked to Brooklands to see their hero of the Round-Britain Flight, and Harry was kept busy by numerous admirers, writing his autograph in their books. He took up the winner of the ballot for a free passenger flight—Mr. J. S. Marsh of Birley Edge, Wadsley Bridge, near Sheffield—in addition to many other passengers. He also indulged in several exhibition flights, making steeply-banked turns and graceful spiral descents, thoroughly enjoying being back on a lightweight machine. On the following Sunday, the 14th, he took up several passengers and made exhibition flights in the evening, after a 30 m.p.h. wind had died down. In an impromptu race with Barnwell, whose mount was the 120 h.p. Martinsyde monoplane, he was obliged to yield to the superior horse-power of his rival’s machine.

In the Second Aerial Derby, for a Gold Cup and £200 presented by the Daily Mail, held on Saturday, September 20th, 1913, Harry was one of fourteen entrants, of whom eleven actually started and nine completed the course, all landing within an interval of 20 minutes. With a couple of passengers, Harry brought his 80 h.p. Gnome Sopwith Tractor over from Brooklands in the early afternoon, before the race, Barnwell on the 120 h.p. Martinsyde monoplane, and Raynham on his Avro, also bringing their machines over about the same time.

The course of the race was a single circuit of London, starting and finishing at Hendon, via Kempton Park, Epsom, West Thurrock, Epping, and Hertford, a total distance of about 95 miles.

Commencing at 4 o’clock, the pilots started at intervals of one minute in the following order:

Baumann (60 h.p. Caudron biplane).
Verrier (80 h.p. Henri Farman biplane).
W. L. Brock (80 h.p. Blériot monoplane).
B. C. Hucks (80 h.p. Blériot monoplane).
Raynham (80 h.p. Avro biplane).
Hawker (80 h.p. Sopwith biplane).
Marty (50 h.p. Morane-Saulnier monoplane).
R. Slack (80 h p. Morane-Saulnier monoplane).
Barnwell (120 h.p. Martinsyde monoplane).
Hamel (80 h.p. Morane-Saulnier monoplane).

The weather was exceptionally fine, what clouds there were being very high, and the sun constantly breaking through. The organisation of the event left nothing to be desired, and the start at 4 o’clock was punctual to schedule. Early in the afternoon there was a gusty wind, but as time went on this became steadier, and during the actual race it blew from west-north-west at no more than 18 miles per hour. Throughout the greater part of the course the wind was a beam or side wind, which materially reduced the flying speed. The crowds were enormous, every enclosure being packed, and the motor-car paddock could not cope with demands. Fields and vantage-points all around were crowded. Both Harry and Hamel were loudly cheered as they passed out of the aerodrome above the thronged enclosures; Harry presumably on account of his recent glorious failure, and Hamel on account of his being favourite in the race through having chopped about ten feet off the span of his wings!