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Master-The Pilot's Logbook of Maurice Egerton-1909 to 11.mmp The Pilot's Logbook of Maurice Egerton

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The Pilot's Logbook of Maurice Egerton

Introduction

!00 years ago the 'sport' of flying heavier than air machines was about to take off, literally and metaphorically. It took bravery and not a little skill to be a pilot, but there was another thing needed a great deal of and that is money. Hand-made airframes and lightweight engines do not come cheaply, and even when determined aviators have succeeded in rising into the sky there is always a risk that they will damage, or even write-off, their expensive machines with a single rough landing.

In 1909 five British pilots - Charles Rolls, Alec Ogilvie, Frank McClean, Cecil Grace and Maurice Egerton - ordered Wright Flyers. The Wright brothers, encouraged by Charles Rolls, contracted out their manufacture to Shorts. For each complete machine with a French-built Wright engine the pilots paid £1,000 (which according to Peter Pugh, author of 'Magic of a Name', needs to be multiplied by 100 to get today's value).

Fortunately one of these pioneering pilots left a logbook of his flying experiences in learning to fly the Short-Wright Flyer at the Royal Aero Club flying grounds on the Isle of Sheppey written in a style that brings alive the collaborative, competitive spirit engendered by the aviators as the pushed the flight envelope from 1909 to 1911.

The Logbook of Maurice Egerton

Part of Maurice Egerton's Pilot's Logbook has been transcribed and I have reproduced those pieces here. they originally appeared as "A Pioneer aviator from Cheshire : the Logbook of Maurice Egerton", Parts 1 to 4 in Cheshire History No 25, Spring 1990; No 26, Autumn 1990; No 27, Spring 1991 and No 28 Autumn 1991.

These chronicle his efforts to learn to fly the Short-Wright Flyer No. 4 and the graduation to various Short machines, that enabled him to extend his flying prowess. Maurice Egerton was painfully shy and did not trumpet his contributions to the "Art of Flight" but hopefully the reader will get an inkling of the pioneering bravery of this pioneer and his colleagues, many of whom went on to make their own contributions to the rise of aviation.

Andrew Trend has also researched the efforts of Maurice Egerton and in an article for Rapide (No. 6) quotes Air Commodore E. L. Gerrard (one of the first 4 Navy trainees-licence No 76, May 2nd, 1911) recalling in 1947 his impression of Maurice :

"Lord Egerton acted as our test pilot until we were sufficiently advanced to do our own


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testing....[he] was one of those very quiet people who often have unsuspected qualities."

I have added two letters held at the Smithsonian; the first refers to Maurice Egerton placing his order for the Short built Wright Flyer (no. 4) and the second refers to his attendance at the dinner where the Wrights were guests of honour; also two photographs- the introductory picture is from the museum at Tatton, the second is from Flight, after his first flight as a passenger.

The logbook continued until 1914 but has been lost. Fortunately a photocopy has been located and eventually I hope to transcribe the next 3 years' entries and add to this document.

Andrew Trend and Gordon Bruce, in correspondence, have confirmed the aircraft that Maurice Egerton acquired over the period 1909-1913. These were

Short-Wright Flyer No. 4. Ordered April 21, 1909, delivered November 26, 1909 with a 4-cylinder vertical Wright engine licence manufactured in France by Bariquand and Marré. At some point it was refitted with a Green powerplant (see entry Feb 6, 1911).

Short No 13. Ordered !4 December,1909. Delivered 27 April, 1910. Wolseley V-8 engine. Andrew Trend has unearthed a photograph, published in his Rapide article that showing the machine as a 'Darwinian' transition between the Wright Flyer format with warping and the Farman-Sommer style with what we now regard as a more conventional control system with ailerons. We could describe 13 as "consisting of the wheels for take-off and skids for landing, hopefully reducing the need for a Wright-style rail, and pilot's position configuration of Moore-Brabazon's Short No. 2 upon which is mounted the biplane wings of S.27; the triangular tail structure of Short No. 2 - post Olympia (see picture Flight p. 76, January 29, 1910) with a fixed fin and an elevator trimmable on the ground- see diagram in Flight p. 253, April 2, 1910; also referred to by Maurice Egerton on August 8, 1911. The forward empennage wth the horizontal control surfaces is based on the configuration of Short No. 3 (ordered by Rolls). Propulsion is by two chain driven pusher props. The configuration offers a snapshot of the opinion on controllability prevailing at the end of !909, when the Sommer-type layout was offering promise but the Wright configuration was delivering results. Oswald Short was trying to work all the evidence and opinions swirling around and synthesized what he hoped was a reasonable reconciliation for his clientele, truly an innovative approach.

Short S.35 which is a copy of the "Navy No 75" which refers to McClean's S.34. Ordered 11 March 1911, delivered 12 April 1911. Converted to a Triple-Twin configuration December 1911-March 1912.

Short S.59, ordered 25 November 1912 as a replica of S.55, itself one of a batch of 'production S.38' aircraft. This machine used the Gnome 377 that is on display at Tatton Park, Cheshire and was transferred from the Triple-Twin; originally supplied as the engine for the S.35.

Acquiring the means to fly

According to a bulletin board post by Nick Forder ([email protected])(i. e. Nick Forder, Air and Space curator at Manchester Museum of Science and Industry)

Wed Apr 20, 2005, (http://pease1.sr.unh.edu/pipermail/cci/2005-April/001026.html)The Honourable Maurice was born on 4 August 1874. He was the son of the third Baron Egerton, and nephew of the second. Formed company , with £6,000 capital, with Hon Alec Ogilvie, Frank


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McClean, Percy Grace and Hon C S Rolls. The purpose of the company was to issue £3,000 of shares to Orville Wright in exchange for his British patents. This then allowed Short Brothers, who had a works at Leysdown, to be contracted to built six Wright type aircraft, the fourth of which was delivered to Egerton in December 1909. Meanwhile the Royal Aero Club had considered opening an airfield on the Isle of Sheppey in February 1909, but actually established itself near Eastchurch. A number of aviators had sheds erected on the airfield to house their aeroplanes. Egerton purchased one for his Short-Wright, clearly a wise decision to help protect a £1,000 investment.Egerton flew his Short-Wright regularly at Eastchurch. On 12 February 1910 he gained the Royal Aero Club prizes for flights of 250 yards (£25) and a circular mile (£50), although this endeavour was not without its price, as Egerton was forced to have one of his fingers amputated after he caught his right hand in the unguarded reduction gear of his aircraft.However, by 1910 the Wright design was obsolete and aviators were tending to opt to designs based either on Bleriot's cross-Channel Type XI or those produced by the British ex-patriot Farman brothers. Short Brothers responded by producing Farman influenced designs. One of these, with the works designation S.35, was ordered by Egerton and fitted with a streamlined nacelle to accommodate both pilot and passenger in tandem. While he was waiting for the aircraft to be delivered he, apparently, undertook little flying. Egerton first flew S.35 on 9 March 1911, and based the 50 hp Gnome engined aeroplane at Eastchurch, and confirmed his status as an aviator when he was awarded Aero Ticket Number 11 on 14 June 1911. While at Eastchurch, Egerton also took the opportunity to fly the Short S.59 to keep abreast of developments. His continued interest may have induced him to have S.35 converted to 'Triple-Twin' status, a configuration in which it was regularly flown from April 1912 before being 'reduced to produce' one of the Short Sociables in early 1914. He was involved with early use of airborne wireless.


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Initial request, April 21, 1909.


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...and training? May 2, 1909


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The dinner to honour Wright, May 4, 1909

AERO CLUB BANQUET TO THE WRIGHT BROTHERS.VERY distinguished was the assembly which foregathered at theAero Club's banquet at the Ritz. Hotel on Tuesday evening to dohonour to the Wright Brothers. Still greater would have been thelist of prominent persons present had not the Budget necessitatedthe attendance of the Parliamentary leaders at St. Stephen's. Asit was, there was an attendance of about 150-as many as the hallwould hold-including :-H.S.H. Prince Francis of Teck, the Hon. Whitelaw Reid,Lord Montagu, the Hon. Arthur Stanley, M.P., Mr. C. D. Rose,M.P., Admiral of the Fleet Sir Edward Seymour, Vice-AdmiralSir Percy Scott, Mr. Arthur Du Cros, M.P., Sir HenryNorman, M.P., Mr. E. Manville, the Hon. C. S. Rolls,Mr. F. H. Butler, Mr. Griffith Brewer, Mr. E. P. Frost,Sir Clifton Robinson, Professor Huntington, Colonel Bosworth,Sir Arthur Paget, Bart, Colonel H. S. Massy, C.B., Mr. E.Bucknall, Major Egerton Green, Messrs. J. T. C. Moore-Brabazon, V. Ker-Seymer, Commander Mansfield Cummings,R.N., Major F. Lindsay Lloyd, the Hon. M. Egerton, Mr. J.W. Orde, Capt. V. De Crespigny, Prince Michael Swaitopolk-Mirski, the Hon. Hy. Brougham, Col. the Hon. G. Napier,Messrs. P. Gardner, Martin Dale, S. F. Edge, M. S. Napier, FrankMcClean, M. M. Bidder, Dr. Wm. J. S. Lockyer, Messrs. C. A.Moreing, James F. Ochs, Bertram Blount, Major-Gen. R. M. Ruck,Gen. Cummings, Mr. F. Coleman, Capt. J. Sealy Clark, Col. F. G.Stone, Mr. Warwick J. Wright, Col. F. C. Trollope, Messrs. CharlesTarrott, Paul Brodtmann, the Hon. T. E. Vesey, Messrs. Lawrence"R. Phillips, T. P. Searight, Alec. Ogilvie, John Kennedy, G. HoltThomas, W. F. Adams, J. F. Wright, Jack Humphreys, StanleySpooner, H. Massac Buist, T. B. Browne, Somers Somerset,W. Ballin Hinde, Hy. Rutter, Kenneth R. Campbell, F. R. Simms,Sir Edward Stern, Mr. U. Stratton, Capt. W. G. Windham.Mr. Roger Wallace (Chairman of the Aero Club) presided, andWilbur Wright sat to the right of the Chairman while his brotherOrville was to the left. Miss Katherine Wright was also present.Telegrams regretting inability to be present were received fromthe Prime Minister, Mr. Balfour, Mr. Haldane, Lord Roberts,Lord Salisbury, Lord Charles Beresford, Mr. McKenna, Sir E.Ward, and Admiral Neville. <The Duke of Argyll wrote from Kensington Palace: " I greatlyregret that I am prevented from paying my tribute of admiration toMessrs. Wright. They are the first to realise successfully thedreams of all the centuries man has inhabited the earth. Let ushope that the land of petrol and prairie and aero-Wrights will setour folk an example it may not be too difficult for us to follow. Thehomage of the Aero Club voices all British good wishes and congratulationsto the dauntless brothers."After the loyal toasts had been duly honoured, the Hon. C. S.Rolls proposed "The Houses of Parliament," and referred to thefact that during the first two years the Wright Brothers wereexperimenting, the total time during which their several machineswere aloft in the air only amounted to ten minutes. After twoyears' work they decided that the problem was so complex that itwould take anything from fifty to a hundred years to solve it. Nowtheir work was destined to bring about one of the greatest changesthe world had seen.Lord Montagu, in replying, stated that nothing was more


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significant than the change of opinion in official circles which herealised on that occasion. The leaders of both sides of the Houseof Lords, Lord Crewe and Lord Lansdowne, listened most attentivelyto what was said on the subject during a recent debate, and

afterwards they both told him personally that they had begun moreand more to realise the importance of this country taking an activeinterest in the subject.The Chairman then proposed the health of the Wright Brothers,and referred to their extreme modesty and their sympathetic natureas shown by the fact that they were able to teach their pupils soquickly. Needless to say, the toast was drunk amid great enthusiasm,and Wilbur Wright, on rising to reply, was loudly cheered.He said that it had been an intense pleasure to him to make even abrief visit to the little island which has occupied so big a place inthe history of the world, and likewise so big a place in the history offlying. About a hundred years ago an Englishman, Sir GeorgeCayley, carried the science of flying to a point which it had neverreached before, and which it scarcely reached again duringthe last century. This period of high tide was followedby an ebb. But about fifty years ago another period ofhigh tide arrived at a time when Henson, Wenham, andStringfellow raised the hopes of the world, and carried theart to a very fine point. After a period of depression, a thirdperiod of high tide came when Maxim and Philips and their friendsagain placed England in the lead in regard to flying ; and perhapsit was the irony of fate that brought further success in a period whenflying in England was at the ebb tide. It had been his pleasure toinspect that day the Aero Club's magnificent ground for flyingexperiments, and from what he had seen of the preparations there,the suitability of the ground, and the earnestness of the people, hehad no doubt that another period of high tide was approaching, andthat England would again occupy the position which its historyjustly entitled it to hold.Mr. Orville Wright also briefly replied, remarking that it hadoften been said that the English people were slow, cold-blooded,without enthusiasm, and inhospitable. They found these reportsfalse, particularly since their arrival here. They had never metwith such a cordial reception in all their travels as they had hadhere.The toast of the visitors was humorously proposed by theHon. A. Stanley, M.P., and in replying, the Hon. Whitelaw Reidsaid that the Wright Brothers were distinguished for traits notgenerally attributed to their countrymen. They were not able tomake speeches, and had no need to-their deeds spoke for them.They had achieved the impossible, and beggared the " ArabianNights." They had not rubbed a lamp, but they had found themagic carpet, which would travel from one country to another.He was proud to see these men receive the congratulations of theirmother country-for Great Britain was their mother country as wellas his own. It was English blood that had done this thing.Prince Francis of Teck also replied, pointing out that the dinnerwas one of the most important ever given by the Club, as it markeda new epoch that had opened in the world.Sir Percy Scott, replying for the Navy, said that from one pointof view the Navy did not admire the Aero Club or aeronautics.They had quite enough difficulties to encounter from above andbelow. He thought, however, that aeroplanes would be useful forscouting purposes. It would be very helpful if we could raise oureyes a few thousand feet and see what our enemies were doing, andimpart that knowledge to our friends by the aid of wireless telegraphy,and he expressed a hope that the A right Brothers woulddesign a flyer, which could be carried on a ship, for this work. Ifthey did so, he was sure the Admiralty would provide a suitableship to carry it.

[from Flight, p. 260, May 8, 1909]


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Logbook 1909, ShellbeachNovember 26th 1909, Friday

Got a letter from Short in the morning that my Wright No. 4 is quite ready. I got down from London on the Pet about 12.15 and found my machine ready, as Short said; only they had just that morning given my propellors their third coat of paint, in Short's absence, so they could not be handled till tomorrow.

November 27, Saturday

Down at the sheds at 9 am. The Magneto advance is a flimsy affair, and has to be fixed differently before running the engine; also Short tells me that two other Wrights have both burst the Magneto from its bed and advises to bind the two shafts together with wire. However I discover the reason for this, i. e. that the 2 gearwheels are too deep in mesh, hence their springing apart; so I get them to make a wooden distance piece to keep them slightly more out of mesh, and then to wire the distance-piece in position; and serve the two together with fine string, which will eventually be shellacced.

That finished, we run up No. 4 on its wheels over to Huntington's now empty shed, into which I have just had one of my new coke-stoves fitted, to the great disturbing of Short's lady seamstresses! We spend the afternoon trying to get the engine to run, but only achieve that for a few seconds. The plug-points are too far apart for one thing, and the magneto does not seem to break quite the right distance, altho' it grows too dark to decide that point. Engine fires 1-2-3-4.

November 28, Sunday

I arrange with the head mechanic, Chapman, to be up at 9.30, with another boy, Warnham. We observe that the Magneto has a variable ignition point on the contact-breaker as well, so we first look for the maximum sparking-point, which proves to be with the contact breaker right down so far as it will go. We also verify the timing of the exhaust valves, and of the Magneto. After that on replacing the plugs and well priming the cylinder, the engine starts up on the second turn. After a few minutes running Chapman remarked that the oil gauge, instead of keeping at 5 or 6, was running right up to the limit, 10, or more and therefore thought that the outlet holes in the oil pressure tube did not coincide with those in the crank-case webs and main-bearings, and hence that the oil had no outlet. We gradually levered the oil-tube out, being rather a tight fit, found that its first hole was not quite vertical, though the hole for No. 4 cylinder was quite a lot out of line, and that the one in the web is also not vertical. We marked the vertical line on the brass union at the end of the tube, and were careful when replacing to keep that mark at the highest point. We then found that we could not drive the tube right home, as it caught on the edge of the last bearing, so took it out again and chamfered off the edge, and it still wouldn't go; so we took off the side of the crank-case, and guided it into place by hand. Chapman also made a couple of brass slides to go over part of the air-inlet, which is too big, and makes the engine miss at low speeds, notwithstanding the big bore of the jet (106m/100m). The engine stated up again quite easily, and the oil gauge does not read so high, but the exhaust valves get red-hot in 2 or 3 minutes in the shed. We cut down the six inlet slides, but they still get red-hot, so we shall have to do away with


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them, and put a rag up the pipe when starting the engine. We then notice - for the first time-that the crankshaft on the 1/2 time gearwheels are too deep in mesh, so decide not to run the engine until Chapman has taken a light skim off the top of the big wheel, as their distance cannot be altered.

In the afternoon, I take down the Magneto, and Crank-Case cover, and mark the gearwheels, so as to save time when the men get to work in the morning.

Chapman says that the Exhaust-Valve Push-Rods must not be lifted too high, else they will spring out of their guides, and these fall down and foul the big-end oil-tube, necessitating removing the crank-case cover, in order to replace them. If there had been more time I would have pulled down the engine, so as to make sure that the oil-tubes coincide with those in the crank-case-webs, and in the Power half of the main-bearings. The motor has been over here 2 or 3 weeks, so I should have had ample time, only that Short assured me that everything was absolutely perfect. The half-compression device stops the engine very satisfactorily , and it seems better than a switch, as Moore-Brabazon sheared his propellor-shaft keys the other day, through the aircraft back-firing after switching.

On the Bollee, the 1/2 time wheel is only screwed on, and a nut at the top- no key-consequently when Rolls dropped his exh-valve-push-rod guide the wrong side of the oil-pipe -the other day - and tried to put it back by turning the engine backwards instead of taking the crank-cover off, he simply unscrewed the wheel and upset the timing.

The exh-valves are set to open, as soon as the piston has passed the ancillary Exh Ports.

The opening face of the cams is nearly perpendicular, the closing side much sloped.

There appears to be nothing to stop a broken valve falling into the engine.

There should be a stop on the contact-breaker, to prevent it shifting away from its maximum-sparking position.

The plug at the bottom of the radiator only empties half the water-jackets., which have their inlets about half-way up, hence instead of the plugs at then bottom of each, little taps should have been screwed in, for the convenience of emptying. The crank-cover screws at the back of the Magneto are very awkward to get at, and should have big round heads with holes for a tommy, or some such easy means of dismounting. the Inlet-Valves have a huge lift, that is perhaps why their springs are so strong, else they would tend not to close quick enough. The petrol must be turned off immediately the engine stops, else it leaks past the pump and so out by the jet.

The oil-well should be filled up nearly to the top of the gauge - (The pump cannot suck the last half-inch of oil in the sump).

The little screw at the back-end of the main-bearing-air-tube does no good, and need not be touched.

The propellor shafts should have some end play, mine have about 3/22 [ I guess 3/32 JR].

Propellors should not be held more than 1/3 from centre, else they may be strained when starting up the engine.

November 29th, Monday

We did not feel satisfied that the oil was getting to the bearings, so took of the crank-cover,


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and worked the oil-pump by hand, with a brace, up to 8 or 10, and found the oil came out of all the main-bearings, and also ran out of the upper oil-tube on the crank-webs.

we realised this morning, only, that we should have to skim up the main-gearwheel, as well as the 1/2 time one, in order to get the teeth meshing properly, so put the file on them all, and so got a little more clearance. We soldered an earth wire on the brass sheet underneath the Magneto, and cut off the brass extensions that are screwed on to the motor, and have already begun to break. the Magneto is not pegged to its base so it must be carefully put in line when replacing. We fixed a stop-screw for the contact-breaker, which will keep it always on it's Max: Sparking Point. Our air-inlet slides have been gradually cut down as much probably (1/8 of a circle) as the engine will stand, without missing. The engine starts up very well, after priming -Chapman is going to make a spare jet to play with; but not much can be done until I get my Elliott Speed Indicator. The straight chain sprockets are getting slightly warm in a few minutes, while the crossed-chain ones remain quite cold, perhaps this is because this chain is longer. A high wind today, so had to run the motor indoors, to the disturbance of the seamstresses.

November 30, Tuesday

There was a bit of wind this morning, when I got up., just too much for a beginner to venture out in, and I hoped it would go down, but instead of that increased a good deal about 10 o'clock, though a nice fine sunny day in other respects.

Decided to put a bracket under the Magneto platform (to prevent it breaking away) of steel tubing, but flattened where it goes under the platform, and with two feet bolted down onto the engine bearer.

Short came in and suggested a piece of steel brazed on to the tip of the Magneto straps, and thence under one of the cylinder nuts. He also suggested putting the oil and water gauges alongside me, instead of on the engine where I cannot see them when flying; so ,with these and the Elliott Speed Indicator I shall have plenty to look at.

The groundman (Green) got the starting rail shifted to this side of the new bridge, and levelled and pegged down facing the wind, in anticipation of it dropping during the afternoon, which however, it failed to do.

M'Clean looked in, he advised me to put a stop at the end of my footrest, to prevent my left foot slipping, when landing, etc.

By 5.30, when I left the shed, the magneto bracket was bolted into place, making the platform as firm as a rock, and Short's fastening was also nearly finished, and everything arranged for getting out at 8 o'clock tomorrow morning, if only the wind will favour us.

December 1, Wednesday

Breakfast at 7.30, and out at 8 o'clock; a certain amount of wind blowing, which Short, who came out later put at 7-8 mph. It took about an hour to get everything ready, and then we started up the engine, put an advance spark into the 4th notch, and I started on my first trip down the rail. I had 3 extra lengths onto my rail, making twelve in all so I had plenty of time to think about things, as the engine was only going about 2/3 speed; I kept the elevator well down, according to instructions, and so hopped off the end of the rail, and skidded for 30 yds before coming to a standstill. going slowly along the long rail one has plenty of time to do the warping, which comes very natural to one, though I find one does not begin quick enough to


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warp, before there is a good list on the machine. Green the groundman knows his job first-rate, and gets the machine back on the rail without any delay. I did 4 trips in succession, getting to much the same place every time, and going along the ground from the moment of leaving the rail. The 5th trip I didn't get so far, probably because Short had come down and impressed on me to run the engine slow and keep the elevator down!

the 6th journey i made up my mind to do a bit better, and apparently rather overdid it, as I found myself shot straight up, and slewing around to leeward. I came down right handed, right tail to the wind, and about my usual 30 yds from the rail-end, and then shut off the engine.

I never felt the least bump; but the rear vertical strut of the left skid was smashed, probably in trying to shave off a little mound as it slewed round. The right hand corner of the right wing hit the ground, without doing itself any damage; but the outside warping wire of the top right plane was slackened, owing to its partly splitting the steel tube fastening; and the little triangular lever at the rear end of the warping-rod was buckled, owing to the same strain, and the friction-pad of the rubber swingtree had to be tightened up owing to the rudder becoming too free.

We sent back for another skid-strut, so as to get going again but Short sent word to come back and get it replaced in the shed, so we went home, and it came on to rain before we were halfway home, and continued so all the afternoon.

Short says I was 30 ft up, as high as the shed, but my men say 20 ft, which is probably correct. They all said mine were the best tries of anyone yet, but I think that was only said with a view to future trips.

I landed with the rudder hard over to the left, as it should be, for a right-handed swing, but I do not recollect putting it so, and think it must have shaken in to that position, and possibly the propellors had blown it like that in the interval between landing and switching off, as I notice they do in the shed.

We got a new strut in before lunch time and in the afternoon they straightened and stiffened the warping arm with a wood filling, refixed the warping wire, put on the support to the top of the Magneto, which is now firm as a rock, and began the gauge bracket on my left hand upright. Jobling, the head carpenter-man suggested little skids on the wings to which I agreed, as he said he could put them on in half-an-hour; however Short took me away to his office, for a yarn, and tea, so I didn't get back to the shed till closing time at 6 o'clock, when I found for some reason they hadn't been put on; which is a pity, as they might save me smashing a wing. Half a gale blowing tonight.

December 2, Thursday

Out early this morning, but there was a good bit of wind, and Green said I mustn't attempt to get off the rail; so as I can go down the rail without any very great tilting, I said I'd wait a bit for the wind to drop.

In half-an-hour's time the weather seemed to be improving, so Green suggested going out to shift the rail into the wind, and taking the machine with us so as to waste no time. The wind had dropped a good deal by the time the rail had been shifted but in dropping , had veered more easterly, so that on leaving the rail I had a wind - as yesterday - on my left-front.

I hopped off the rail three times in succession, but touching ground at once and sliding for


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about 45 yds; the 4th time I was off the ground for about 10 yds, before doing the usual skid-stunt. The next time I didn't do as well, touched ground at once, and only got about 20 yds. the wind was now blowing about 6 mph, according to Short. I determined to do better next time, felt the back of the seat, so as to be able to give a good yank forward to the elevator lever as soon as it lifted; and got off the ground at the end of the rail; but the wind caught me just as it did yesterday, and turned me round so that I landed tail to ,the wind. I was only 4 ft up, according to Dunne, who was going by just then, so no damage whatsoever was done on landing.

The right hand wing tip touched the ground, or rather the wing skid did, which skid Jobling had put on this morning while waiting for the wind. On leaving the rail I was so busy with the elevator and the warping that I quite forgot to push the rudder-lever forward, so as to get the head on to the wind. Green had tied a streamer on to the elevator, as a guide to the wind-direction, but one of the other men, not knowing the object of it, had taken it off. Still, as a matter of fact, I never thought of the wind direction, it really takes all one's attention to work the elevator properly.

As the wind had risen a bit, and had gone still more to the east, we employed the time in fetching another rail, and putting it right in the Musel Manor corner of the field, so as to clear the nose of the other rail, first tying No. 4 down to his rail, and depressing his elevator, in case of another big gust coming along.

The wind being still high, we knocked off for lunch; and coming out again at about 2.15, found the wind had veered round beyond even our new rail. While waiting for it to shift a little, rain came on, and we had to go home; as the planes not being waterproof, the wet shrinks the cloth and swells and strains the timbers. I had one false start today, owing the little swinging wheel that runs on the rail, swinging backwards, instead of pointing forward. I happened to notice this on starting and switched off at once; had one been using the Pylon, one would have had to have gone!

It rained and blew all the afternoon, so we adjusted the rudder wires, which were of unequal length, and consequently with the lever vertical, the rudder was not true; also re-aligned the Magneto, which I noticed was not true this morning, owing to one of the nuts being so tight on its thread that it took a great deal of force to turn it, and this disturbed the Magneto. Also I got some wires painted, that had been overlooked in the hurry of assembling, also my new wing-skids.

Must try and remember tomorrow not to go on warping the wing just as I am coming down on it; no wonder the wires pull through in those circumstances! We heard quite plainly one of the Wright machines at Eastchurch this morning, doing quite a long flight (10 min?) and I caught sight of it once, for a moment.

December 3, Friday

Terrific Gale.

December 4, Saturday

Strong wind and heavy rain; so started fitting up the two gauges on my left, for oil and water. The tap at the bottom of my water-circulation was put in yesterday.


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December 5, Sunday

I got out to my shed about 8.15 am; and started my first journey at 9.15.

A beautiful frosty morning, the wind, when Short came by, was only 4 mph, and occasionally at first dropping to an almost dead calm.

Rose off the rail first time, and flew for perhaps 60 yds, and nearly every time increased the distance up to my 6th trip, when I had to stop only on account of bad ground just in front -130 yds. Short's pacing -but got badly turned round, right-handed; Short said I had got my rudder set the wrong way all the time - quite likely - as at present I can only think of elevating and warping.

My 7th trip, the engine started missing half-way down the rail, and I hopped to the ground, yanked on the elevator, rose, lost all way, and landed rather heavily, tail to the wind, as usual; hit my right wing pretty hard; Short said, but luckily no damage done. 8th and 9th journeys not very grand.

10th. Engine ran very well, I made a clean rise, and flew windward, till I came close to the ditches and the sheep - 200 yds the men said - which is about correct. The advance spark was in the 5th notch after No. 5 run, hence my good flight on the 6th trial. Much easier to rise with the added power, without excessive elevating.

11th and 12th. Motor missing, so switched off on landing off the rail. Then the wind got up, and Green said I mustn't fly in it; so having a good morning, decided not to wait for it to go down as the tide had just turned, so knock off for the day. Took off the petrol pump in the Shed and found a piece of cork in the Pipe!

It became quite calm again about an hour later, just as all the men had left; motored over to Eastchurch after lunch, and saw M'Clean do a flight of about 400 yds. He attempted to turn, but was not high enough for the rising ground, so touched a wing, and stopped. I notice that he elevates very slightly, and so does not get clean away but touches 2 or 3 times before rising. He seems to run his engine slower than I do.

Dunne said that I was wobbling laterally a good deal on my long(!) flight this morning. I had a notion that my engine missed once in that flight, but my men say no.

M'Clean tells me that there are still a circular mile prize of £50, and a 250 yds of £25; can be won only on the Shellbeach ground, so I am safe for a bit!

The Magnet slipped out of line again twice today, the second time Warnham put a wooden wedge tightly in between the Magneto and the clips on each side.

I pulled out the wire ring at one end of my half-compression cord, after one trip, and the next time pulled the little handle of the lever off; so we drilled a hole in it, and fastened it on like a wire strainer; and I tied my cord lower down the pillar, as I evidently got too big a bang at it.

December 6, Black Monday

Breakfast at 7.30 as usual, and got onto the rail about 9.20. My first flight was quite a good one, perhaps 130 yds; the next few still better; I bounced several feet into the air after landing one time, so put back the ignition into the old No. 4 notch, but didn't elevate enough on leaving the rail, and came down, so switched off at once. My big bounce was due to a tiny bit of a dyke that I landed in and skidded across.


28/02/2009 at 18:31

I retarded the ignition thinking that the machine would be more manageable going a bit slower i. e. as one gets onto the top of the dykes so quickly.

The engine missed one time, so I switched off at once, and did not again attempt to yank her up.

With the exception of one run when I touched twice, I got cleanly off the rail each time the motor worked properly.

Steering very difficult, and once or twice I got badly turned round, either by the wind or the warping. Made one quick good trip, right onto the promontory,in front of the brick wall with a dyke on 3 sides of the machine, and within a few yds.

In my 10th and last flight I got onto the top of the dykes before I realised it , and was obliged to keep going, and turned round left-handed behind the sheds; and got pretty rattled at the turn, but recovered rather well, according to Rolls. When I got opposite the Club Sheds, I got fairly rattled again, fooled around for a moment, and before I could recover, was turned round by the wind - or my steering - and landed with a crash on my skids and right wing.

Damage: Both main Skids smashed, and several minor Skid struts. The right wing had its fore and aft spars broken, as well as its "bend". The main spar was cracked, but repaired by glue being run into the crack, clamped up and bound. About 2 ft. square of fabric had to be renewed on my right wing-tip.

Was flying very low; they tell me the sheep flattened themselves down on the ground as I passed over, and the cattle made a clean bolt of it. A little bit of wind was blowing, as it seems to be the rule at this time of the morning (12.30). Was probably rather tired, should not do too many trips in succession. M'Clean tells me he used to be quite fagged after a dozen runs down the rail.

December 7, Tuesday

The men worked on No. 4 right from 2 pm yesterday afternoon until 7am this morning, then went home for breakfast and a wash, and then straight back again, so that by 10pm this evening it was just being finished off, adjusting the propellor-shaft, etc.

I smashed my propellor off short yesterday, and bent the shaft, Sprocket, adjusting bolt, and chain tube. Luckily the chain then came off, so the engine was not damaged at all, and turned quite freely just after I had landed.

Rolls smashed up his machine yesterday, it sat down at a turn, broke all the ribs of the bottom plane, so the engine has to come out. M'Clean broke some wires i. e. trying unsuccessfully to make a turn, then he heard of my smash, said it was no good going on, and that he wasn't feeling very fit, and went off home in a hurry. News this morning of Fernandez being killed yesterday.

A regular Black Monday.

December 8, Wednesday

Machine was ready in the morning, but the wind blowing about 10-14 mph by my anemometer, so did not go out. Changed the coiled petrol pipe for a straight one; the petrol rushes out of the pipe now, and the engine does not miss even at low speeds.


28/02/2009 at 18:31

Found out that no water got to the gauge on the strut, so got it cleared out, and now it shows 2lbs with the engine not running!


There was some misunderstanding about my going out early this morning, so we made a late start, and then set about putting down the rails the other side of the ditch, so it was about noon before I made a run.

I made a good jump off the rail, about 10 ft high, the men said, but as soon as I crossed the bridge my right wing tilted up, I swung round as usual, only left-handed, and landed with a crash.

Damage done - Both propellors smashed up, also 1 skid, 1 Skid backstrut, and the tails of more than half the ribs of the lower plane. Short found out that the trolley-bar had caught the rudder and smashed the tiller, so the machine would only act left-handedly, as it did, too successfully. I remember steering to the right as she swung, but cannot swear that I warped, or at any rate warped very hard - to counteract the tilt; last time I warped alright, but forgot about my rudder; maybe soon I'll be able to do all three; still nothing can prevail when the trolley-bar puts the rudder out of gear. I notice that one of the trolley-bar wheels nearly always sticks into the ground; perhaps the hard frost this morning prevented this, and made it bound up; in which case a short spike beyond the wheels might stop this happening.

It is lucky the machine didn't turn a moment sooner, since as it was, it only landed about 15 yds from the ditch.

Wind a short while before I went down the rail, 5 mph by anemometer.

Both my propellor shafts bent, but he engine quite free, thank goodness.

Hope to get out before lunch tomorrow.

The carpenters are to work all night, or until their job is finished; that will leave sewing up of the canvas, the remounting of the propellor-shafts, and the refixing of the radiator connections for the morning.

Landing on the skew, makes the skids fold flat, instead of taking the whole force of the shock, and consequently the machine sits down on its tail, and its propellors.

December 10, Friday

A high wind today, which was lucky as my machine wasn't finished till the evening, though maybe it could have been hurried up a little, had the weather been good, but the sewing up of the canvas took a long time.

On remounting the propellor shafts one of the shaft tubes was found to be bent, so had to be straightened. Also on taking the rudder off, to put on a new cross grain block, the end of the rudder-spar was found to be badly bruised by the trolley-bar, so a new spar was put in.

Short is very anxious to make me a machine, says he can do it in 2 months; which is quite impossible with his present staff. His new work has been entirely laid aside this week, owing to Rolls' and my smashes, topped up by M'Clean breaking up his skids yesterday, trying that right-handed turn of his.


28/02/2009 at 18:31


A wind blowing this morning, so did not breakfast until 9 o'clock, about 10 mph by my anemometer, so did not get out, and tomorrow the men must have a rest, as Green tells me that he has worked 126 hrs this week, and tells me that one or two of the men have made £7 in wages. Rolls Machine was to be ready by 1pm today, so he should be flying back to Eastchurch on Monday. I calculate roughly that I have flown altogether about 1500 yds up to date, say 2 mins in the air, not very long, but what a lot one has learnt in that time!

December13, Monday

Too much wind for Rolls to make a turn in, so of course I did not venture out myself.

One of his two men shoved down two of his Exh-valve-rockers too hard, on Saturday, and got the guides out of gear, so Chapman had to take off the Crankcase Cover yesterday, and replace them.

I got my little waterjackets-taps fitted today, the 1/4 gas thread was cut off, and a 17 Th Screw cut on them.

Short has 2 iron Bars bound onto the crossbar at the front end of my skids. Weight 30 lbs. He thinks that will make the nose of the machine a little steadier.

December 14, Tuesday

I have given Short an order for a big machine, 45 ft span, for £650, without the engine, to be ready the middle of March. He wants me to have a Wolseley 8 cyl Vee - i. e. North Easter


Wind still a little too high, though gone down a lot

Are considering a Single Propellor with chain, for my new machine.

Caught Short on the hop, as to wheels for Wrights, and they are already well in hand tonight!

December 17, Friday

Was called at 7, but raining hard, though without any wind, but it was fairly fine by 7.30, so got up, and was out at the sheds by 8.45.

Found nothing doing, as it was drizzling slightly at intervals; and Green didn't want to get the planes wet - or preferred to keep indoors himself!

Short told him last night to only put 20 lbs instead of 30 lbs on the front of my skids, so one of the iron bars had to be changed for a lighter one. After that was done we took the horse and cart and packed the rails over from the far side of the bridge to near to the brick-wall, as the wind (5 mph) was blowing from the direction of the sea-wall.

Then we went and fetched the Flyer, and I got my first flight at 11.45 - Felt quite strange, after a week's rest, and made a rotten start, first a skid, then rose, then bumped and rose again. Got turned to the right and rather rattled, so cut off and stopped about 75 yds from the rail. The next time I thought I would only advance the spark to the 4th notch, but with the weights in front simply dragged for 50 yds.


28/02/2009 at 18:31

Found that the trolley-bar had caught a wire-bracket, and smashed two wires, so Green had to go back for some more - My 3rd flight, with the spark back in 5th notch, I flew about 150 yds quite straight, with one touch, and only stopped as I was getting rather near the Ditch. I then left my Flyer on the rail and went back with Rolls to the Manor for grub.

After lunch, it began to get soft almost as soon as we got out to the ground, so Rolls took his machine in again, and I went for one more trip before the rain came on too hard. However, by mistake I started on the 4th notch, instead of the 5th, so did nothing but a 50 yd slide, and then hurried in out of the rain.

I rather think the weights at the front make the machine steadier, and also possibly make it land flatter, instead of on the heel, as usual.

My skids have been left long this morning, so Jobling had them sawn off to within an inch of the back-strut to save smashing them on landing.

This evening we rigged up my Bowden-lever from the rudder-lever to the contact breaker, so as to be able to retard that, when flying, but at present it works too stiffly to be of any use.

Put a silk streamer on my elevator today, but was much too busy to look at it.

Tried M'Clean's dodge of keeping the right-hand elbow close to the side, and it seems a good scheme.

M'Clean flew a circular mile yesterday, and 3 miles today!


Wind and rain. Ordered Wolseley Engine, for delivery in 3 weeks

December 19, Sunday

Kept my men nearly all day, on the chance of it being fit to go out, but without success.

Ogilvie T. P. and Staright arrived this evening from Camber, to arrange with Short to rebuild their planes and skids after their bad smash.

December 20, Monday

Had to move the rail the other side of the bridge, then shift it again for the wind, and wasted all the early morning, until the wind got up to about 12 1/2 mph, at the sheds, and stopped Rolls and myself from flying.

Dunne's machine was taken over to Eastchurch today, I moved my plane into Grace's shed, and also the stove today.

Short tells me that the Wolseley engine that I have booked, is likely to be the last one they can deliver until June, on account of a large foreign order.

A hard frost last night and freezing all day.

December 21, Tuesday

A perfect morning, no wind at all, and 12 degrees of frost last night.

Got my first run soon after 9.30, but made a bad beginning, as I thought i heard a racket


28/02/2009 at 18:31

going on behind, so shut off as soon as I left the rail. The trolley-bar had caught in the skids, first the right, then the left, but with no damage tearing a big sliver of wood off the bar.

No. 2 run was better, just touched 6 times, but went on to within a short distance of the dyke say 250 yds.

My 3rd was a clear flight as far as the road, almost if not quite 250 yds.

My 4th was another nice flight, and I only stopped for fear of that dyke; went over to Short and Rolls ( who was mending his front spar broken in hauling the machine sideways through the heavy ground, and also by not having his clips tight) and they came over and measured the distance from the end of the rail to when I first touched the ground and made it 250 yds plus 8 paces, so Rolls passed it for the 250 yd £25 prize!

My 5th run was a slightly longer flight, and only shut off just in time, so all the skids in front of the plane was hanging over the Dyke!

My 6th was a wobbly flight to just across the road, and I landed heavily on my Right Skid without doing any damage. Thought I was probably getting tired, it being just after twelve, knocked off till after lunch, and let Rolls get out his rail for the flight to Eastchurch.

Rolls had one try, but canted badly and didn't rise; found that his warping lever, when neutral was right over to one side, so the men set to work putting in fresh wires to adjust this, while we went back to the Manor for lunch.

It was not finished until 3.30, when rolls made a circuit of the Sheds; then went off and landed safely at Eastchurch. I then began a final run, but did not hold the elevator down, so the Flyer gave a jump, came off the rail in front and the bar behind, and I smashed one skid in front, which will have to be bound up upright. Gave a bound on landing once today, owing to not keeping down the Elevator - in the Prize Flight.

January 31, Monday

Drove down here yesterday in the Pet; and got a look at my Wright Flyer before dark - found the brasswork all beautifully polished up, and the cylinders nice and oily.

The Elliott Speed Indicator fitted, and the Skid that I broke last time neatly bound up. The wind was just a bit too strong for me this morning, about 10 mph.

In the afternoon it has shifted eastward a great deal, which would mean setting the rails at too oblique an angle with the big ditch to make a safe crossing by the bridge; so we decided to give up flying for the day and let the men set the rail right back as near the sea-wall as possible, so as to be ready for the morrow.

Went over to Eastchurch and saw Rolls make 2 flights, also Grace a number of short ones on the Vision. A perfect calm there, when I arrived, about 4 pm.

Logbook 1910February 1, Tuesday

The wind was blowing about 14 mph just outside the Manor, when I came down at 8 o'clock this morning; and continued all day to blow too hard to fly.

Ran my engine in the shed for about 5 minutes until the water boiled.


28/02/2009 at 18:31

I find by the Speed Indicator that my favourite 5th Notch on the Spark Advance is 1500 revs per minute, certainly too fast except for starting. With the Bowden Lever it can be slowed down to 1350 revs, which is about right.

Had a job to keep the engine running at first - found all the pipes clear, so it must have been an airlock; as it worked perfectly after a bit.

My Wolseley engine arrived, and was unpacked this afternoon; looks very smart with its fresh black and aluminium paint; they have fitted their own crankshaft extension, instead of Short's, which annoys him intensely!

M'Clean's Bollee engine is in the workshop, having just had a patch put on the crank-case where the connecting rod blew out, on his homeward flight to Eastchurch.

None of the bearings have any oil groves, except the straight ones opposite the oil-outlet in the shaft, nor are the two halves of the bearings backed off at the join, hence the oil cannot travel along the bearings, being a good fit, consequently after 10 minutes or so at high speed a seize is inevitable.

I am to have my engine down, and oilways cut, as soon as I can spare it for a few days, though I expect it would be a week's job, here - one of the planes of my new machine is finished and the other nearly so. Short cannot find any English waterproof fabric that is the least bit good neither Dunlop or North British, i. e. and expects to have to fall back on Spinnaker.

The big Navy dirigible is to be covered with Continental Fabric!

Short hopes to have my machine out by March 13th, in time for the Michelin Cup, which closes March 31st.

February 2, Wednesday

Too much wind for flying, about 12 mph, so took the Pet, and did some shopping in Sheerness. In the afternoon took some Thrust Tests; with the flyer on its trolley-bar on an iron railstrip laid flat on the floor.

THRUST TESTS OF NO. 4 WRIGHT MACHINE

1st Test 2nd Test 3rd Test 4th Test

Spark in 5th Notch 'All out' 5th Notch 'All out'

(My usual speed) Fully retarded

on Bowden lever

Propellor revs

444 per min 462 390 474

Engine revs (1 to 3.4)

1509.6 per min 1570.8 1326 1611.6

Mean of Readings

275.4 lbs 316.8 216.5 313.3


28/02/2009 at 18:31

I= R squared

Constant

.140 .149 .142 .1395

BHP

37.7 48.8 28 50

Max 345 lbs (The last reading of the 2nd Test)

February 3, Thursday

Wind 10 or 11 mph this morning, so messed about filling fire extinguishers... and making the bridge right for taking out my machine by the back of the sheds.

After lunch a black pall came over, but the wind dropped to an absolute dead calm, about 3.30. So I hurried the men out with the machine.

My first run down, only took me 50 yds clear of the end of the rail.

There seemed to be no lifting power in the machine, though the spark was in the 5th notch i. e. 1500 revs. I have got the same weights (20 lbs) in front, as I flew the 250 yds with. The moment I got up and straightened her out, she seemed to come right down again. My second run was only 5 yds! My third I yanked the elevator up pretty hard, and went 86 yds, and the next time 77 yds. Green remarked that I was bearing the rail at a dangerous angle, so was more gentle next time and only went 50 yds. Green suggests that it is because I am flying in a dead calm, for the first time, and so do not get the same lift as usual. Short says it is because I am out of practice, but I hardly think that is the reason,as my 5th run was no better than my first, and I am certainly elevating more than usual.

He also thought my engine was not running up to the usual speed, but my indicator disproves that. Shall take off some of my front weight, if I can't do better tomorrow morning.

February 4, Friday

About 7 mph wind blowing this morning, got started late, and had to shift the rail back to the sea-side of the ditch, as the wind was blowing from the direction of Eastchurch. Flew about 235 yds at the first attempt, showing that it was the absence of wind last night that prevented my rising; but the flyer went very slowly down the rail and travelled in the air much slower than I have ever known it to do.

Spark was in the 5th notch but still the motor wasn't properly speeded up.

The next time on starting up I could only get 1300 revs with the 5th Notch, however started down the rail, but had no lift whatever so switched off.

We began blocking up the Air-inlet; and then investigated the jet, and found a bit of wool in it!

My third flight took me 140 yds, but the engine still misses, even in the 6th Notch. A very undulating flight, wind too strong, about 11 mph, so knocked off until after lunch.

Left the machine on the ground, until about 3.45, when the wind had almost died away. Only got 50 yds before coming down,evidently no wind means no lift, at any rate with the weights


28/02/2009 at 18:31

(20 lbs) on the front bar.

The 5th run was not a great success, flew 100 yds, scraped across the bridge and got a good deal turned round on stopping.

The next run I never rose at all, just dragged the back of my skids along the ground, and all but missed the crossing by the bridge, and scattered a sand heap near one end of it, and stopped.

Short came up and said my engine was missing badly, and only going about 1200. Investigated Magneto and Petrol pipes, and then it being nearly 5 o'clock, decided to take the flyer back to the shed and test the motor with the old uncoiled petrol pipe. It missed with this too, then ran steadily, so left it at that till tomorrow.

Rolls couldn't get up at all today! Short ascribes it to a pasty condition of the atmosphere.

February 5, Saturday

A 7 mile wind was blowing at right angles to our rail this morning, so brought it over to this side of the ditch; but before it was finished being set out; it came on to rain and blow, so gave up the business until Monday.

February 7, Monday

Thought it better not to fly Sundays; as a rule and was rewarded by it blowing just a little too strong (10 mph) for flying.

Motored over with Short to Rolls' Gliding Hill, a delightful out of the world country.

[my note: this is Standford Hill, Eastchurch].

Today it blew 17 mph all day, with a little rain at times.

February 8, Tuesday

Had to go up to London by the 8 o'clock train, for the annual Yeomanry Rifle Ass. Meeting. A perfect morning when I left; but I hear by midday it was blowing and raining as usual.

February 9, Wednesday

A dead calm at 7 a. m.; but by the time I got out. 8.30 or 40, it was blowing a wee bit too strong for me, and from the direction of the Manor, which made the rail question rather awkward; so decided to wait and see if it got stronger, before beginning to shift the rails. The wind kept much the same the greater part of the day, but by 3 p. m. was down to 5 mph, so decided to take the machine out, and stamp the rails as they were - in the Manor corner of the ground, and facing towards Harty.

By 4 o'clock the wind had died down completely. Had trouble starting the engine; found the contact-breaker rucking-pin was binding in its fibre brush; managed to scrap it fairly free with Fred's penknife, and the engine started at once.

Rose off at once off the end of the rail, and flew to within about 150 yds of the gate by the club-shed!

I nearly landed in a dyke once, but elevated just in time , though I believe I touched on the


28/02/2009 at 18:31

far side of it.

Eventually found the machine heading irresistibly towards the sheds, although I can remember moving the lever to the Right Rear, so came down and switched off, landing on an even keel luckily.

Thought I was quite high up occasionally, but the workmen said I didn't average 10 ft up! must try and keep up higher.

Was able to glance round to the sheds, when I found myself going straight out into the country, so that is progress!The men said my engine was missing a bit; it has probably been that contact breaker all along, although the other day, when turning it by hand, it worked perfectly.

Engine 1500 revs; in 5th Notch, and fully advanced on lever.

February 12, Saturday

A Great Day

The wind since Wednesday has been just strong, hitherto for flying. A glorious frosty, with probably about 2 mph of wind when I got out to the sheds a little before nine o'clock.

Got the machine out about 10 o'clock, being delayed by the absence of both Green and Leaper.

Made a good first start off the rail, which had not been shifted since Wednesday, then swung away from the Harty direction, and came clean round the sheds, and landed successfully on the sea-side of the Dyke, just opposite the rail, managed to keep up higher today, and was consequently more comfortable, as the dykes do not rush at one so quickly, though I wobbled up and down a good deal.

Started at once dow the rail again and made another tour of the sheds, and landed on the railside of the dyke and about 50 yds from them.

Time by Laddie's reckoning 2 min 5 secs. Kept up higher this time and found it much better, but I seem to be banking more than I like.

Down the rail again, and another equally successful tour, and landing in much the same place.

Felt I'd be glad of a short rest, so had an investigation of the Magneto, to try and locate the missing that happens now and then; slightly altered the contact-breaker gap, but without effect.

The wind got up to about 5 mph, and Short advised me to wait a little, as it was rather gusty. I went down very soon, so set off again and made another tour of the sheds, landing quickly about the same place.

Time according to Chapman's watch 2 min 20 secs. Height according to Short 20 to 25 ft, and fairly uniform, he said, all the way.

Going a little higher each time, and feeling more comfortable in consequence.

Engine missing occasionally, once so badly as to make Short think I had switched off.

Thought I had done enough for today, so brought machine up to my shed, and played with the engine, till the men knocked off at noon. I borrowed M'Clean's Magneto, but found it to be


28/02/2009 at 18:31

more advanced than mine , do the engine backfired instead of starting up. It is probably the Petrol Supply after all.

I thought it might have been the gauze in the Petrol Tan-Cap, so cut it away, but without effect. Shall try for the 'Circular Mile' round the black hut the next fine day.

February 14, Monday

A bit of a wind this morning, but with the promise of a fine afternoon, so started to get the machine out about 3 o'clock. About 4 o'clock the wind was not more than 2 mph, so I decided to take a preliminary tour around Brabazon's White Flag before asking Short and Spottiswoode to observe me for the Circular Mile.

Got off well, and made for the Black Hut, over the numerous Dykes, rounded the flag quite successfully and returned to the Starting Rail, but landed heavily, very luckily without breaking a wire.

Went to get Short and Spottiswoode, and sent Short to the White Flag while Spottiswoode stayed by the rail. Got off again quite successfully, engine running about 1450 and rounded Sort, though not very well; was too low, and didn't make a nice turn, and was at one time only 4 ft from the ground according to Short. Engine gave a bad miss once, when just over the big dyke, however I got back to the ground again, and landed fairly near the rail, but landed heavily and rather sideways, so that I broke a skid between the middle and last strut and also a double wire. I thought I was getting too near the rail, so turned off a little to one side, hence landed in a curve, instead of in a dead straight line. However that did not affect my certificate for the Aero Club £50 Circular Mile Prize!

Short said the wind was blowing 7-8 mph at the flag; but I think that is hardly possible. Today I had the Air-Inlet choked off with a second piece of brass, and the motor seemed to respond quicker to the elevator, even at the same speed as usual, and didn't miss so much. Time 2 min 30 secs.

Having won the Circular Mile decided to take down the engine at once, and attend to the brasses before the engine seizes like M'Clean's and Ogilvie's. Chapman and Percy Cross started to get the engine out at 6 o'clock. I went up to the Shop after dinner, and by 12 o'clock we had got the motor completely apart. The main-bearings were alright, but one of the big-end brasses had been on the point of seizing, so it was taken in hand just in time.

February 15, Tuesday

Chapman and Percy worked straight through the night and got the crankshaft bolted down again, when I got to the sheds in the morning.

The oil tube was only partially opposite the hole so Chapman ran a drill straight through bearing web and tube, and put a flange on the end of the tube, and fixed it in place.

The water was seized, evidently some time ago; eased it, tapped it for a lubricator, and put a drain plug at the bottom.

Drilled and tapped the Exhaust Port Head, so as to be able to bolt on a Silencer someday.

Fitted to the Oil-Tank a union for attaching to the new oil-pump we propose fitting, and also


28/02/2009 at 18:31

another union in case I want to add another oil tank. The valves were in good order; Chapman said. About 5 of the finer holes in the upper oil tube were stopped up.

The crank-shaft pinion, being only screwed in, went up another tooth on replacing, hence the 1/2 time wheel had to be altered proportionately.

The Magneto is now set to start the engine with the Contact Breaker horizontal, where the Maximum Spark takes place, instead of fully advanced. That appears to give sufficient retard on the Bowden Lever.

My kid 'splinted', and the wire repaired today.

February 17, Thursday

Found my machine almost ready when I got down from London at noon today.

A much quicker job than I expected.

A gale blowing.

February 18, Friday

Still a high wind.

Started up the engine, which seemed to run well, except for the leak in the water and oil Connections.

Found a Magneto wire broken at the socket; appeared to have been done some time, and to have been holding on by the rubber, hence maybe the missing?

Found we had forgotten to anchor the top oil tube like we did the big one, so got it out, and soldered on a lug in the right position for going under one of the nuts.

March 1, Tuesday

Perpetual wind, ever since the 18th; a wearisome time waiting for calm weather. A beautiful calm morning, but by the time that the machine was ready to leave the shed, the wind had got up to 9 mph, and was increasing in force. However we took the machine just outside the shed, and gave the engine a run, so as to work in the bearings, after having been taken down.

An air-lock in the petrol-pipe as usual, which took some minutes to work off.

After that the engine ran from 1450 to 1480 revs without a miss for 7 minutes, till the water boiled. Oil pressure 6 1/2 lbs instead of 7 1/2 lbs as formerly. Water Gauge showed 3 1/4 lbs.

The Air inlet is now closed by two big pieces to exactly 1/3 capacity except for a corner 5/16 Diam.

While the men were cleaning the grease off the planes, one of them found the main spar was cracked near each propellor tube, and also one of the top-spars, so they had to set to work and glue the cracks, and put on steel boxes.

They took till just about 5 o'clock, when I hurried the machine out to the Starting-Rail. Probably about a 4 mph wind blowing. Made a good start, and described a big circle round the sheds, and the a second and a third before landing, successfully near the rail - 7 1/2 mins!


28/02/2009 at 18:31

Much happier today; was able to look at all my gauges, and down shut my engine to 1500 revs, when it worked up to 1600, as it did after getting well under way. Did not drift so much at the corners; the warping works all the better for the wires having been tightened up last week when they were tightening and putting strainers in the skid-wires.

The Crank-case pretty warm and the radiator hot, but the water not actually steaming.

Short thinks the spar cracking due to too tight propellor stays. Short, telephoning to his brother, let him hear my engine as I flew past!

Have got fitted my Water-Pump Lubricator, and drain-tap.

March 3, Tuesday

Yesterday the wind blew too hard to get out, in the afternoon motored over to Eastchurch, and condoled with Brabazon and Grace, who have both got a broken crankshaft; Brabazon after flying for 31 mins for the Michelin Cup.

Today a beautiful frosty still morning, got the machine out as fast as possible, and started down the rail, with a sidewind blowing and probably 5 mph.

Canted right over and came off the trolley before getting to the end of the rail, however kept going, and rose alright notwithstanding. Engine at 1500 revs.

Steered fro the haystacks beyond the black cottage, then thought I'd try for Eastchurch, so headed round that way and was soon too far to make it worthwhile turning round. Went by a Wright machine on its rail, past the sheds, then left-handed over the low part of the flying ground and so towards home. Rather difficult to see the way at first, but the two windmills -one near each ground, made excellent landmarks. I felt the wind very much, going back;and wrist and arm got pretty tired holding down the elevator. Machine wobbled a bit each way -going home - but not as much as I expected; and I hear that at Eastchurch, going down the wind, was beautifully steady.

Made a pretty good landing, as I had curved round towards the sheds, so as to face the wind, and came down quite gently. Time 15 mins exactly. Oil Gauge 6 lbs when running. Crank-case pretty warm, much warmer than I like. Radiator not too hot. All Transmission-Bearings Cold. I 'took' the wind as soon as I had landed 9 mph. Left the flyer out till 5.30 p. m. but the wind blew about 12 mph. Owing to the side wind, my leeward wing-tip was touching nearly the whole way down the rail, and I skidded on the ground at the rail-end, but got up again alright.


28/02/2009 at 18:31

March 5, Saturday

Another Smash

Too much wind yesterday.

Got on the rail before 9 this morning, as the men were coming to work earlier on Saturdays. The first time I got blown off the rail by a 6 mph crosswind, skidded along 30 yds, and shut off.

Luckily the windward skid slid along the tops of the rail so prevented the machine dropping and the rail breaking the stay-wires.

The Second Run I warped hard, and kept nice and level, but the trolley bar caught one of my rudder-wires and broke the tiller; I knew nothing of this till the machine suddenly twisted round and came down.

Damage 2 propellors, also 1 propellor key sheared, both bottom skids, and both long diagonals, about half the bottom rib tails. Crosspiece on the top of the rudder, cracked.

March 10, Thursday

Too much wind on Monday, and on Tuesday mornings, when I went to London, and Rostherne, and back here at noon today.

Got the machine out immediately after lunch this afternoon.

Wind, by anemometer 9 mph, just before my first flight. Wind luckily blowing almost straight up the rail, got off well and made a nice flight of 5 1/2 mins.

My second, a short one of 3 3/4 mins, turned right-handed for the first time, and flew close past the Manor to Mother M'Knull's delight. Another trip, up the hill at the back of Leysdown, and down again 7 min 15 secs. Wind rather pockety and tiring on the Elevator hand.

Jumped up again after landing, and broke one of the brackets holding 3 wires to one of the front skid-struts, and took half-an-hour to mend. Also all the water-jackets started to leak at the cylinder-head on stopping the engine, as they did a little on Monday when I tried the engine; but they were soon stopped, I had to send for some more water and put in about 1 gallon

The run before, as I was starting up the engine, the bolt holding the rudder-rod to the tiller fell out!

The nut not having been barred over; very fortunate that it came adrift when it did! My 4th Run, the wind had gone down to 7 mph by anemometer.

Made quite a nice trip to the outskirts of Harty and back. Left hand got pretty tired, and was not sorry to land. Time 11 min 50 secs. Wind had gone down considerably, but arm was a bit numb, so decided to turn in.

Oil Gauge was only showing 4 1/4 lbs today instead of 6 lbs as formerly; probably the oil got warmer quicker, owing to the weather, Crank-case doesn't seem to get so warm now. Engine running well, kept it at about 1550 R today.

They put on the top-plane of my new Machine, this evening.


28/02/2009 at 18:31

March 11, Friday

5 mins.

Accident.

[my note:This is the first accident; he catches 2 fingers in the timing chain/cog mechanism when adjusting the engine, and has to have a finger amputated.]

April 22, Friday

My first flight for exactly 6 weeks; though Dr. Wigglesworth gave me leave to fly on Wednesday but the wind has been bad.

Started down the rail about 11.30 this morning;

Wind about 5 mph.

Made a big circle round the sheds about 3 mins.

Felt quite comfortable, which was almost more than I expected after such a long interval.

Have got a Sandow cord on my elevator, which takes away nearly all the strain on the arm. Made another flight. Time 4 mins, mostly at about 40 ft, rather higher than usual. Then as my sump needed filling up, I postponed further trips until the afternoon. However, after lunch, a heavy storm and wind came on, and the machine got well soaked, before we got it home. Have got in a new Warping Bolts 2 boxes, after Grace's accident, and put the skid wires on to a separate bolt. Have also strengthened the triangular lever where the warping wires join; and put them on a tool-steel bolt with nut and split-pin.

April 27, Wednesday

The weather has been bad since last Friday, except too early or too late for the men to be available.

Found a front-strut badly warped this morning, probably due to last week's soaking, and had to put in a new one, which Dobson promptly shoved through the top-plane, and had to put a couple of patches on.

Got down the rail about 9 o'clock. Wind probably 5 mph. Made a nice flight of about 12 mins. Hand just a wee bit achy at the end, so took an hour's rest.

Out again for a 8 minute flight. Wind probably 9 mph and very gusty and pockety. Wind was now increasing so came in, and got the Inlet Valve Cutters renewed, one of which had started to come out, and make that cylinder noise.

All the holes were worn and shaky; and the pins too taper. Also the cut-off goes over too far' and so fails to open the Exhaust valves, so that has to be seen to.

Got the Wolseley outside the shed in the afternoon and tinkered with the engine.

The cylinders missing badly , and the maximum speed is only 1325 revs at present.

I find that one can make a very gentle landing, by slowing the Wright down to 1300 revs just before touching.


28/02/2009 at 18:31

June 2, Thursday

I messed about with No. 13 until May 12th, when I went out with the Yeomanry, but with constant delays and very bad weather only got half a dozen runs down the rail, and did not succeed in rising. For one thing the elevator-lever has to be pulled back to a very uncomfortable angle, and much further than the Wright to get any lifting effort

Also the front trolley bar had to go 18" further forward, so as to flatten the main planes when going down the rail. Yesterday and today I have had 13 put out again but without much result.

My run today I yanked her up alright but got her spun clean round on landing, but only cracked the two bottom skids, which we bound up with balloon cord; However Short promised to start on the wheels at once, so I took her in as it came on to rain.

In the afternoon we took some men over to Shellbeach, and got out my Wright. The engine ran without a miss, as soon as the air was out of the petrol-pipes, so I went straight off the rail to Eastchurch, landing near my shed. Wind probably 6 or 7. Time probably 7 mins. Made another flight of 9 mins. ----- 14 mins, the crankcase was then beastly hot, so I decided to bring her in; and Chapman is to put on a new oil pump tomorrow.

June 7

Have spent the last few days, putting the chain-driven oil pump, and double warping and rudder wires onto the Wright; and wheels onto the Short.

Got the Short out yesterday, after bursting one tyre pumping it up, but only got two runs when the other tyre went.

This morning we got some different covers on, so was able to run about before lunch, and all the afternoon up to tea-time, when I bent the front axle and that took all evening, until the thunderstorm came on.

Flew the length of the ground three times, but funked the turn so landed. Am getting into the foot warping, thanks to the wheels, which give one much more practice in a given time, than the skids. The Machine seems to have plenty of lift, but does not steer so well as the Wright in the air; and will hardly steer at all on the ground.

June 8

Down at the sheds soon after 5 a. m. Got the Short Machine out, but could not get the engine to start, and went home to breakfast about 7 a. m.

After breakfast I opened the Extra Air Valve wide when turning the engine round, and got it going, so evidently I was getting too much petrol.

Started in a very slight wind, but rose easily, and made a circuit of the ground, the engine missing at times. Buckled a wheel on landing. ,After fixing up the wheel, made another circuit, and bent the front axle.

After lunch I took out the Wright, which has just got in his double warping gear, and went for the Pilote Aviateur Certificate, under the observation of Grace and Colmore. [granted by Royal Aero Club on June 14th, in their committee meeting]

My first flight took 5 min 35 secs the other two probably the same. The crankcase at back was


28/02/2009 at 18:31

too hot to keep my hand on after the third flight, 1/2 hr interval between the 1st and 2nd?!

And I lost half a sump of oil in 2 Flights. This evening the sump is being packed with a leather washer.

After tea took out the 'Short' and made a circuit and a half; I had tightened down the Extra-Air Valve, and the motor ran splendidly

Started another flight, but found the rudder jamming, so came down at once. Discovered that the handlever was fouling and being cut by a nut on the arm that it works.

The Short seems to have a lot of drift, and require constant banking in a sidewind. The banking necessary for this or for turning a corner, seems much in excess of the Wright. The whole machine is heavy in hand. The elevator needs a rubber spring. the ailerons work well. Faster than the Wright.

Licence

This was granted 14th June

June 10

No flying yesterday. on the big machine the rudder lever, the Aileron pulleys, and the leaky inner tubes were being put right. On the Wright, the oil sump was made oiltight....

Got out this morning on the Short. Made two turns, probably 5 mins. Then 1 one turn but the water splashed up off the ground on to the magneto, and nearly let me down over the bad


28/02/2009 at 18:31

dykes, however I managed to get back onto the ground, but had to run through my starting rail, as the motor misses badly just short of it, and sheered a couple of wires and broke several spokes, and slightly buckled one wheel say 3 mins.

In the evening took out the Wright made 2 false starts through touching the cord then failed to get up twice.

Finally went down the rail the reverse way down hill, and got up, but made a right-handed turn when too low, 10 ft, touched the inner wing and flopped down to the other.

Damage

2 propellors, Top Back Spar. Bent propellor - shafts and tubes, half-a-dozen ribs broken from their blocks. 2 or 3 skid wires. They are working all night, so I hope to get out in the morning all the same.

...

June 11th

! [my note: this is the day Egerton had a major accident with the Wright - see Times 13th June - He walked with a pronounced limp the rest of his life.]


28/02/2009 at 18:31

Times, Monday 13th June, 1910

Logbook 1911


28/02/2009 at 18:31

February 6

Started up the Green Engine on the Wright. Ran it for about 40 mins altogether.

Sheared 2 Propellor Shaft Keys; which had to be rekeyed and brazed on this time.

February 9

Ran the Green 10 mins.

Broke one of the little oil pipes leading to No. 1 Cylinder. Find there is only a thin washer between the Inlet Pipe and Carburettor Hot Water Jacket; hence a big air leak, and the air shutter has to be nearly closed.

February 10,

Ran the Green for about 10 mins 3 times at about 850 Revs.

Max Revs available = about 995 on indicator.

Oil Tank vibrates too much, being clipped to the waterpipes; as do the struts in front of the motor.

A larger Air Release required.

February 22

Oil Tank slung by wires, and also clipped to Exh. Pipe. Front Struts by engine wired up.

A larger Air Release fitted.

Ran the engine for 5 mins) at Max. Revs = 995 Revs

Ran the engine for 65 Mins) everything cool except the front propellor shaft bearings, both of which were hot; but crankcase too hot to keep hands on.

The Revs gradually dropped to about 980 on Indicator.

The Inlet Pipe stays stone cold.

Short Farman No. 75- March 8

M'Clean, before leaving for his eclipse expedition, gave me leave to try out his new Short machine before handing it over to the Navy. The machine was finished about 5pm and I immediately took her for a run along the ground. Started about 3/4 downwind with the intention of coming back against it; but found the machine very difficult to handle after the big machine - on the ground. Found I couldn't steer at all, as she kept getting her head to wind and the lifting tail was another problem.

Made one or two sharp turns, all on the ground, and buckled the axle; also my back-rest broke, consequently I could get no purchase on the rudder-bar; eventually stopped my engine at the top end of the ground, and had to be guided home.

The bent axle was replaced in the course of the evening, and a new seat-back nearly finished.

Wind Probably 7 mph; was tested during the afternoon to be 7 mph.

A long while since June 11!


28/02/2009 at 18:31

March 10

A dead calm day.

started up the machine (No. 75) about 8.20 am and did straight flights up and down the ground for 20 about minutes, turning on the ground at each end.

Stopped to get the Steering bar put a couple of inches closer to me as it was rather a stretch when hard over.

Found a tyre half off and the tube valve pulled out.

Did a straight flight again for about half an hour; then stopped and found the axle bent a bit, again, and as the wind was getting up, went back to the shed.

Wind, ten minutes after stopping was 13 2/3 mph, say 11 mph during my last flight.

Machine very much steadier than the Wright, but makes much more leeway.

My first time in the air since June 11.

Warping much more powerful than on Wright.

Am using Helmet and elastic belt.

Have ordered today a new Short Machine.

From the British Flying Grounds, Flight March 18, 1911

Royal Aero Club Flying Ground, Eastchurch.FOR one reason or another little or no actual flying has beendoing at Eastchurch during the last month or so. On Sunday, the4th inst., Mr. Jezzi, however, was hard at work, and was flyingmost of the day.On Thursday last, the 9th inst., the Hon. Maurice Egerton tookout his new Short biplane. This is roughly of the Farman type,but has, of course, the strong landing gear which has been sosuccessful. It is fitted with a Gnome motor, and the pilot's andpassengers' seats are enclosed in a shrouding.On Friday Mr. Egerton was out again doing some straight flights,and on Sunday morning early he made a fine trip.

[My note: Looking at logbook.. this report is referring to McClean's No 75.]

March 12 40 mins

Out about 8.30.

Wind, a slight wind from the SW. Got up right away to 100 ft and crossed the Windmill Creek, then back again, over the Great Bells 150 ft, and Capel hill; just across the road near Harty Crossing and back over New Rides, behind the sheds, round over my Tumulus, a turn near Capel Hill, and so home along the straight to my shed.

Time 20 mins.

Wind a bit dodgy towards the end.

Wind perhaps 7mph near the shed when I stopped.


28/02/2009 at 18:31

Decided not to go out any more till the evening.

My R. wrist a bit tired with the lever.

Revs 1200 in the Air.

March 16 15 mins (55 mins)

A beautifully calm afternoon, of which I wasted an hour by finding one of my tyres punctured by a spoke-head; and had to eventually change the tube.

Made a tour by Windmill Creek, Capel Fleet, and Harty Road Station; coming home got into quite a nasty little squall; but got home safely;made a rotten landing owing to not seeing that the wind had shifted considerably; and that my tail was being blown around by it; however no damage done.

Time about 15 mins.

Engine not going well, probably caused by the Air Lever being full open.

Height about 120 ft max.

Cockburn took out M'Clean's machine for the first time, and gave Samson 2 or 3 lessons.

March 17 37 mins (1 hr 32 mins)

Had got my Engine started up by about 6.30 am. Made a flight 19 mins, in the usual direction, though without going over any high ground, as it seemed to be a shade pockety. Quite foggy, and was out of sight of the sheds half the time, but with the Swale and other creeks on one side, and high ground on the other, it is not easy to go wrong.

3 other flights of 3, 10, 25 mins, interspersed with Cocoa and Cigarettes.

The home to Bath and Breakfast - wind all the rest of the day.

Found that 2 cylinders had especially poor compression, so ground in all the Exhaust Valves

C very busy with Samson, and also took Gregory up for his first trip.

Very little lift today, my height mostly 50 ft.

March 30 (2.9)

Not fit flying weather; either early in the morning or evening for the last week; a thick fog coming on whenever the wind went down.

Got the machine out about 3.30.

Couldn't get a flow of petrol to the jet, altho' 6 " of petrol in the tank, so put in 4 more gallons which made it alright.

First Flight, Windmill Creek, Harty, Shellbeach and Mussel Manor, near Leysdown Church and over Capel hill.

Time 15 mins.


28/02/2009 at 18:31

Wind about 6 mph. Height 50ft.

Found one of the small tubestays to top of Axle gear hanging down when I landed - no split pin in the bolt! probably done when I landed on top of the ground when starting off. owing to the engine running very badly for a minute.

Engine won't run fast with Full Air.

2nd flight, the usual round 8 mins.

No. 4 Cyl had no compression, and No. 3 very bad, so took the machine in, and 2 new Rings will be put in tonight.

March 31 (2.57)

Only a little wind in the morning at first perhaps 5 mph, and rather foggy.

Made one trip over Windmill creek to the Swale; made as I thought the usual turn round over the shoulder of Harty Hill, and found it was the higher ground between the Sheds and Kings Ferry, having lost my way in the mist, turned round over the right angled bend on the Kingsferry-Queenborough-Eastchurch road and so home.

Time 15 mins. Height 50 ft.

Engine still not running well, altho' they were working on it until 2.30 this morning, changing 2 Piston Rings, and 1 Inlet Valve etc.

Wind getting up, did not go out again.

Evening

A trip of 19 mins - Swale and Harty)

A trip of 14 mins - Swale etc. ) Height 50 ft.

Engine still not going well, 1075 revs on ground.

Cockburn smashes up his machine in the dyke; so am handing my machine over to him.

April 13 (3.24)

Cockburn has only had 2 flying days for my old Naval Machine, since I handed it over to him on March 31st

Got out my new machine, which is similar to the Naval one, out of big shed about 11.30 last night, and gave its new engine a trial.

Motor ran first rate, quite different to the other one.

Windy this morning, but got out in the evening about 6.30 pm.

Wind perhaps 8 mph and very cold.

A trip halfway to Kings Ferry probably 15 mins.

Then another circle towards Harty 12 mins.

Engine (No. 377) ran perfectly. Indicator showed 1100-1330 revs. Petrol tap about 2 turns.


28/02/2009 at 18:31

In tanks Petrol18 G. Oil 10 G.

Short said the angle of the machine was perfect.

I find that the elevator=lever pushes at me a little, tail probably wants adjusting to lift more.

April 14 4.21

A dead calm frosty morning.

Got out about 6.15. Went as far as the edge of Queenboro', then tour round near the Kingsferry Bridge, then towards Harty, and so home.

Time 20 mins. Revs about 1230.

After a stroll and a cigarette, made another trip to the same ground, and home by Little Bells.

Time 17 mins.

Air rather bobbly, and wind getting up so put machine home.

Beginning to use feet more for warping.

In the evening there was a bit too much wind until 6.30. SW wind about 4 mph at the sheds, but when I got over the marshes it was blowing quite hard and fearfully bobbly. Made 1 Flight. 10 mins.

Found some nuts loose on the Extension hinges and after fixing them made another trip 10 mins; wind rather better, but getting rather dark.

April 15 5.14

Another perfect morning, with a very light wind coming from the WSW.

Off at 6.45, passed near the Queenboro' Stn over the Swale, then a circuit round and back 1/2 mile below the Kings ferry.

When getting towards Harty one cylinder cut out, so returned to the Sheds and found No. 3 plug oiled up.

Time 23 mins.

Another trip same tour, but circled round the Shellbeach sheds, and over Mussel Manor.

Time 30 mins, a little bobbly in places, so put the machine away until the evening.

It started to blow 15-20 mph after lunch, and did not die down much towards sunset, so didn't go out again.

April 16 5.26

A bit of wind when I went off this morning in the Queen boro' direction.

Engine begins to miss badly a bit very shortly , so came back over the ground, and round to the sheds. 12 mins.

No. 3 Cylinder Plug oiled up - perhaps due to the points being a good way apart.

On trying the engine again, the missing began again. No. 4 Cylinder was the coldest, and both that and No. 3 plugs were oily, though No. 4 plug points were the right distance.


28/02/2009 at 18:31

Too windy to go out again

Didn't feel inclined to go out in the evening, altho' the wind eventually went down just sufficiently.

April 17 6.36

My flag lying flat against the post at 5.30 am passed just north of Wiggles house, over the Sheerness golf links past the Q'boro' Station, a circuit across the Harty R. and home.

Time 31 mins.

Revs 1225.

2nd trip to near Q'boro', circuit around the Harty way, N of Leysdown Church and back.

Time 30 mins.

Revs 1225 to 1175.

No. 3 Plug oily again.

3rd trip a short circle, back down the field over the pond and home.

Time 9 mins.

Wind blew in the evening just before dark, so didn't go out again.

April 18 6.46/7 hrs

Out about 6 am. rather windy

Made a trip as far as the Queenboro' corner, then straight home, and too much wind to go out again, also too much too allow Cockburn to allow his passengers to take the lever.

Time 10 mins.

Wind perhaps 10 mph.

April 20

Too windy all yesterday, touched 45 mph Dines.

Up this morning at 4 am.

Got out at 4.45 made a circuit over the Marshes.

Time 9 mins. Wind 8/9 mph Dines.

Engine not pulling very grand, and not sounding too well; found 1 Exhaust Valve (6) blowing a lot, in the afternoon, so ground it in.

Another short trip, and then came in, wind getting up.

Time 5 mins Wind 10/12 mph by Dines.

No's3 and 4 plugs still rather oily.


28/02/2009 at 18:31

April 26 7.24

Away since the 20th.

Windy early; got out about 11 am but engine missing entirely on No. 1 Cylinder (oily plug) and very pockety. Came home at once and then the wind got up.

Time 3 mins. Wind (Dines Av. 10 mph.

Out again in the evening. I Flight round the Marshes etc; got 1 or 2 bad pockets over the dykes this morning.

Time 12 mins. Wind (Dines) Av. 6 mph.

Another trip in the same direction, still pretty bobbly

Time 9 mins. Wind (Dines) Av 6 mph.

April 30 8

Back from Cheshire this morning.

Went out at 3.15 pm no wind, but pockety and nasty, so did not go up again.

Time 5 mins. Wind (D Av. 4 mph).

Out again at 5.45.

Time 12 mins Wind (D Av) 4 mph.

2 Trip

Time 8 mins. Wind (D Av ) 9 mph.

3rd Trip

Time 11 mins (6.30) Wind 6 mph.

Height 150 ft this trip.

Engine missed at end of first trip this evening - Nos 3 and 4 Oily plugs, after which the motor ran splendidly.

May 1 1.12/9.12

Had our machines out on the ground before it was light enough to fly.

Observed Gregory for his certificate; then went up for a long flight, all about the island, perfect weather, esp: as was higher than usual

Time 1 hour 5 mins

Petrol consumption 4" in tank.

Oil Consumption 1

Wind (Dines Av) 3 hr 0 mph.

Height 100 to 250 ft.

Gerrard also got his Brevet.

Was asked to test just repaired Dyke machine just got it over the trees with the tail down,


28/02/2009 at 18:31

then she suddenly swung round and down, and nothing I could do would stop it. About 3 new spars required, a fairly extensive smash up.

Then.

I took out my own machine for a short flight of 7 mins.

Too windy this evening.

May 2 1.17/9.17 9.58

Wind was down enough by 5.15 am to go out in, not much of it, but very bobbly

Made a short circuit, and wouldn't go out again.

Time 5 mins. Wind (D Av 8 mph).

Half a gale all day

(Cleaned Nos 1,2,5,7. Exh Valves, very dirty, No. 1 not tight down.)

May 3

Out at 4.15 am.

Made 4 flights; not very happy for some reason.

Times 12 mins 7 mins 12 mins and 10 mins.

Wind 1st Flight 8 mph (Dines Av), then down to 3 mph (DAV).

Heights not above 100 ft,

May 5 1.23/11.21

A beautiful morning. Out at 4,45; made 3 flights.

(1) Time 14 mins Wind 4 mph Av Dines



Height up to and about 150 ft

A perfect evening

Wind about 1/2 mph Av Dines

3 Flights

(1) Time 12 mins

(2) Time 15 mins

(3) Time 11 mins

Height, reached 200 ft in each flight

Sammy flew over the fleet this evening, and he and Gerrard were also taking passengers.

A lot of lift this evening - had to hold down the elevator, occasionally.


28/02/2009 at 18:31

May 8

Not inclined to fly yesterday, went out this morning at 5am, but felt very bilious, so made only one flight

Time 12 mins Height 100 ft. Revs 1200.

Found one of the flat springs of No. 6 cylinder Inlet Valve broken, and valve very weak in consequence; this is probably the cause of the drop of 25 in engine revs.

The top rudder of 34 had slipped down a bit on the rudder post, so we have put a bolt through one of the clips, on both our machines. Sammy took my machine out, and found the steering very much easier to work.

May 14 12.18

Away in London, out this evening, perfect weather.

1 Flight 12 mins Height 150 ft Wind )

1 Flight 10 mins

All In and Exh Valves cleaned May 10. No. 7 also had a broken inlet Valve spring leaf.

No. 3 missed again tonight, due to Oily Plug.

June 27 12.28

Out at 7 pm, practically no wind.

Florence carburettor, which was giving 38 the other day in the shed

Needle valve open 1 3/4 turns, engine rather hot when I landed.

Speed Indicator 1200 to 1225. (steady).

Tail seemed to lift slightly down to me, and not a great deal of lift, but others thought my tail alright.

Time, say 10 mins.

July 5 12.39

Have had two more days with Florence, and have given his carburettor a real good trying-out. Have reluctantly come to the conclusion that it is about 1 Sec in the 1/2 min slower than the Gnome - say 15 revs, even with no choke tube or cross wires. With a choke tube and cross wires, it runs perfectly steadily at - probably 300 revs, and by shutting down the needle valve can be got to run a( on one or two cylinders only) at probably 100(?).

Motor Dissembled and cleaned.

So we put back the Gnome carburettor; and having just got the extra aileron put on I took the machine out just before dusk.

Time 11mins, Height 150 ft.

2 Turns on the Needle-valve.

Engine rather warmer than it should be; i. e. probably too much petrol, (in shed).


28/02/2009 at 18:31

Oil only just shows in the glasses, though several inches of oil in the tank.

July 15 12.34 14.14

Out at 5.30 could only see about the length of the ground, owing to the mist, but the sun showed up through it sufficiently to find ones way about near the sheds. 2 short trips 12 mins each. Height 150 ft. Engine pulling badly, round about 1180 Revs - gets warm, though tap only 7/8 turn.

Plenty of oil coming through - all cylinders about equally warm.

Found No. 3 Plug fairly oily, and No. 4 rather so; put in two central Oleos, 50 mins.

July 19

A quiet morning at last.

Engine missing, so replaced central Oleos by 2 Oleos,

3 Trips. 23, 20 and 7 mins.

Wind 0 to 9 (D). Engine Revs (a good) 1200.

The lever not pushing at me this morning.

The last 2 trips mostly inside the ground.

Petrol Tap. 2 turns to 1 3/4 turns. Petrol 12 to 9".

Engine gets rather warm.

August 7th

Back from the Daily Mail Circuit

Out about 5.15 am.

One trip round about.

Time 31 mins. Height 150.

Revs about 1180. 1 1/2 turns. Dines 0 to 2.

Lever pushes against me rather hard, shall give the tail one hole more lift tomorrow.

August 8th

Out about 5.15 am beautiful morning, almost dead calm, with a steady breeze above.

(1) 1 Trip, 16 mins, round some boats at Shellmos.

(2) 33 mins Round about, height up to 500 ft.

Revs about 1180. 1 turn. Engine nice and cool.

Lever not pushing so hard this morning!

Wind D 0.

Given my tail more angle, ie., about 4 1/2 degree more than the Main Planes; into the last (4th) hole.


28/02/2009 at 18:31

August 9th

Out about 5 am beautiful morning.

Made one flight of about 1 hr 10 mins roundabout Leysdown Eastchurch, and Minster.

Revs 1180. 1 turn. Height up to about 500 ft, but mostly at 400 ft.

The alterations to the tail not a success, tail slightly down, and hard to climb, and the lever still shoves at one hand (support).

One flight in the evening, about 15 mins, the opinion of the morning confirmed and also G Longmore; so brought the machine in and put back the tail-angle.

The exhaust valves are blowing tonight so must grind them in tomorrow; were cleaned and ground in 4 hrs ago (Wakefield Oil)

.

August 10th

Thought it too windy this morning, tho' not really much. Out this evening after cleaning all the exhaust valves

Time 20 mins. Revs about 121- (instead of 1180!).

The bobbliest wind that I have remarked upon. NE but height only up to 150 ft. At 600 quite steady (Sammy). Tail-angle better. Basket seat put in. Wind (dines) is 0 to 9.

August 11th

Windy this morning; still a N Eter.

Out in the evening at 7 pm, not so bobbly as last night, but not so pleasant, so I only made 1 trip.

Time 13 mins. Height up to 300 ft.

Petrol 1 Turn - Engine rather hot.

Wind (Dines) 4-9

Cleaned up the Inlet Valve of No. 7 today, which was sticky. Machine climbed better than last night.

August 12th

Travers machine woke me this morning, so went down the sheds at 5.30 and had 1 Trip, 20 mins., fairly steady a little way up.

Revs 1175 only. Petrol 3/4 turn. Height up to 475 ft.

Wind (D) 0. No. 3 Plug (only) oily. No. 7 Plug a little loose, took up the rings a little, with the hammer. Put Sandow on lever.

August 13th

A perfect morning, quite calm, even overhead.


28/02/2009 at 18:31

1 Trip. Time 1hr 5 mins. Height up to 600 ft.

The Sandow a great comfort. Revs 1175. 3/4 to 1 Turn.

August 15th

Wind in the morning, out about 6.15 pm.

I Trip. 2 mins Revs 1150! Height up to 300 ft.

Puffy and rather pockety.

Dines 0/0. 7/8 Turn 3/4 Tank.

2 Trip 10 mins. A black raincloud came over, and I hardly expected to get back from the road to Harty.

Beaten down by the wind. Height 50 to 20 ft, very pockety and puffy; once or twice had to use both hands on the lever - no room to dive.

Sammy - high up - and Gerrard low down, with Lushington reported similar experiences.

Changed oily No. 3 Plug, after 1st trip, but the engine is steadily growing worse. Dines 0/6.

August 17th

Observing Gerrard's Singer Flight last evening, 5 hr to 13 mins.

Out this evening, late, nearly calm, but dusk, only 1 Trip, ay 10 mins. Height under 100 ft.

1 Turn. Engine warm. Petrol2 1/2 off full, say 20 gallons, Revs Indicator swinging all the time. I found this afternoon No. 2 x Valve blowing fearfully; a bit of carbon had evidently made a big hollow in the seating. Dine 0/0. Engine pulling better, but not much lift tonight.

August 18th

Out at 5.30. WSW Wind.

1 Trip. 30 mins Revs. 1175. Height up to 200 ft. Dines 0/0/.

2 Trip. 15 mins Revs. 1175. Height up to 200 ft. Dines 0/0/.

Cut down the petrol to 5/8 Turn. Engine fairly cool.

Ground in Exh:Valves 2. 3. & 7. Nos 3 and 7 blowing a great deal. No. 2 slightly.

Changed Exh Valve-springs on No. 3 & 7.

Probably they all ought to be changed.

Exh Valve Spindle Bushes are worn slightly oval, and prevent the valve from getting a true seating quickly.

Out in the evening. A wonderful lifting evening WSW - 2 Trips. 9 Mins and 15 Mins. Height up to 200 ft.

Engine going rotten - 1125 most of the time.

Petrol1 Turn 1st Trip. 5/7 Turn 2nd.


28/02/2009 at 18:31

August 19th

In the morning Sammy flew for 4hrs 58 1/2 mins.

Spent the day on the Aeroflight carburettor; but could not get within 6 1/2 % revs.

Out just before Dusk. 1 Trip. 15 Mins. Height 100 ft. Dines 2/4. Revs 1125 mostly, but good lifting evening.

No. 1 Inlet Springs renewed today - seemed fairly strong.

August 20th

Have now got all new Inlet and Exhaust Valve Springs. The Inlet Springs mostly didn't seem to have got much weaker. No. 6 Valve very badly warped. No. 6 was the least hot cylinder yesterday. Ground in Valve, but not enough

Inlet Valve weights must be replaced in their proper side.

August 21st

Raining (!) in the morning; got the machine out at noon, being quite calm, but it came on to drizzle again, but at 4.20. 1 Trip, but only for a few minutes, as there was no lift, and my tail was a good deal down, and the engine poor. Time 6 Mins. Revs. steady at 1100 and steady at 1200, and also in between! Height probably 60 ft. Petrol Tap 1/2 Turn (too little?). Petrol about 17 inches (on blocks). Oil full up.

Another Sandow on the lever, which appeared to be balanced.

Turned up No. 6 In-Valve this morning; still too bad to grind in.

August 23rd

Got out this evening, practically calm (Samson did in Birolie). 1 Trip. 30 mins. Height up to 100 ft. Engine worse than ever, between 1200 and 1000 Revs. No. 3 Plug oily when I landed. No. 5 slightly the coolest, but plug quite alright.

Petrol 1/3 also 1/2 Turn.

August 25th

A beautiful morning, dead calm at first below.

1 Trip. Time 1 hr 10 mins. roundabout.

Height up to 250. Revs 1200 at first 1/2 hr; then needle started swinging 900 to 1400! As I was coming down to land, the engine suddenly went weak, hardly over 100, and kept like this the length of the ground.

Petrol 1/2 to 1/3 to 1/2. Engine cool.

All cylinders warm

August 28th

Tried the engine this evening; having not touched it since the last flight, going very bad.


28/02/2009 at 18:31

1. Examined No 6 Inlet Valve - alright. Tried a flight, but not good enough Revs 900 on the ground.

2. Found Extra-Air-Valve not quite fully open. Ran the engine again, and got it up to 1000 Revs. Made 1 circuit of the ground, but didn't much like the engine nor the Wind (Dines 2/10) so came home.

3. Ground in No. 2 Exh. Valve which was blowing.

August 29th

1. Ground in Inlet valves 2,3,4,5. and 7 which all had bad places on them.

2. Changed No. 3 In-Valve Spring which were quite weak.

Examined Air-hole in Petrol Tank and Petrol flow with 1/2 turn petrol does not rise above top of carburettor. With 1 turn petrol rises about 1/2" above carburettor. With 4 turns petrol is full on, and hits tank vertically

Did not touch exhaust valves.

Go out just before dark. Engine going A1.

Time 7 Mins. revs about 1200,height 200ft (VP)

Petrol Tap 1/2 turn - on ground, not below 1000.

August 30th

Out at 5.30. Perfect morning, dead calm.

1 Trip. Time 1hr 45 mins. For the first 1/2 hour engine ran mostly at 1175, then needle started wobbling. Then at about 1 hr 40 mins engine went right dead, and I just crawled safely home onto the ground at 1000 Revs. Height mostly at 400 ft.

Petrol Tap at 1/2 turn. Tried 1 turn at finish without effect. After breakfast tried engine without adjustments, went bad. Put in 6 gallons petrol, went well. Took out 6 galls petrol, went bad. \put in 6 galls petrol, missing; cleaned No. 3 plug, went well. No amount of petrol-tap turning made the engine right; hence an insufficient head of petrol when 7" of petrol are still left in tank. Decide to put in larger bore petrol pipe, and if this has no effect to raise the petrol tank 7 inches.

In the evening tried the machine (with 6 gallons of petrol) twice, but only managed to hop round the ground a couple of times, going very badly. Found No. 1 Inlet Valve Springs very weak, and only just able to close the valve, and most of the other Inlet Valves had black places on them. No. 6 badly warped.

August 31st

Thick mist in the morning, until quite late. Left Sheppey.

September 24th

1 Trip of 19 mins. Engine going very well.

Height up to 300 ft.


28/02/2009 at 18:31

Larger petrol pipes have been fitted.

16" of petrol in the tank - 1/2 turn?

November 1st

A splendid afternoon, rather foggy; a dead calm on the ground. Got out about 3 0'clock.Trip of about 17 mins roundabout height about 150 ft.

Engine going badly at first with 1 turn, then cut it down to about 5/8 and she went just over 1200 at the finish

Took a trip in M'Clean's twin tandem for about 20 mins - my first passenger flight.

Not very comfortable, and too much wind and oil.

Another trip on mine. Time 18 mins.

Quite a strong wind above. Height up to 1000 ft.

Engine going poorly all the time. Revs between 1100 and 1150. No. 5 cylinder the coolest on landing.

From the British Flying Grounds, Flight 18 November, 1911

T h e Short 100-h.p. twin-engined biplane with which Mr. Frank McClean is carrying out such excellent work at the Royal Aero Club's Eastchurch flying grounds. In the left-hand photograph, Mr. McClean is seen in the air on Saturday last, and on the right, Mr. McClean has just finished a passenger flight with the Hon. Maurice Egerton. Reading from left to right are Mr. Frank McClean, Capt. Gerrard, Mr. Horace Short, and the Hon. Maurice Egerton.

December 4th

Just as I was going out yesterday, we found some of the fabric on my tail flapping down; and it took until 3 pm this afternoon, tacking and solutioning up that, and a good many other bad places.

1st Trip 17 mins. Height up to 550 ft, and mostly at 500 ft. Revs 1175 (I think) Engine going


28/02/2009 at 18:31

fairly well.

2nd Trip 15 mins, just pottering about the grounds low down. Engine not going well, 1150 Revs.

No. 3 Plug (Lognon(?)) apparently alright.

Wind slightly on the ground, very strong up, but steady. Am considering converting my machine to a 'Tandem' or 'Triple Twin'.

December 5th

Ground in Nos. 7 and 1 Exhaust Valves then 1 flight in the afternoon 39 mins. Average height 100 ft. Engine bad 1100 to 1150, 5/8 turn of petrol.

A gale of rain and wind all the morning.

December 6th

A dead calm below

Out at 9.30 am. 1 flight 1 hr 10 mins.

Height up to 350 ft. Engine poor, between 1100 and 1175. Ground in No. 4 Exhaust Valve

1 Flight at 12.30. 22 mins, height up to 150 ft.

Engine going fairly well 1150 to1175. Tap 1/2 to 5/8 turn.

In the afternoon I tested the machine up and down the ground on a chained half mile:-

No. 1 Runs 45 Secs. Height 50 ft

No. 2 Runs. Not timed by mistake.

No. 3 Runs. 46 Secs.

Wind, slight ... (46 secs = 39 mph).

2 Runs down

No. 1 Run 53 Secs.

No. 2 Run 57 Secs.

(At 55 secs = 33 mph) Average up and down 36 mph

Flight altogether 30 mins.

Having changed over Nos. 3 and 7 plugs, and wiped the commutator, the engine went well at first. 1180 Revs Average; then it fell off.

Samson and Gerrard, who started for Farnboro' this morning on the Triple Twin, returned from Tunbridge Wells this afternoon owing to fog, a flying wire broken, and the warping stiff.

December 7th

Rain and half a gale all day.

Ground in No. 7 Inlet, which was much warped.


28/02/2009 at 18:31

December 8th

Fine frosty morning. Dines at 0.

Found that the Domed oleo missed, as usual, so replaced it with a 'Mascot'.

1 flight 1 hr 31 mins.

petrol tap 1/2 turn to 5/8 turn.

Revs 1200 and 1180; later on about 1150.

Have today told Short to convert my No. 35 into a Triple Twin (£223 actual cost) (Double Twin - £157)

Total Flying time in 4 Days = 4 hr 44 mins.


28/02/2009 at 18:31

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