Flying With the Larks

The Early Aviation Pioneers of Larkhill

Timothy C. Brown

• Publisher: The History Press
• Year: 2013
• ISBN:
  9780752492353
• Topic: History
• Subtopic: Military & Maritime History
• Index: History

In 1903 the Wright Brothers achieved their dream of powered flight and from then on man's domination of the skies became a reality. The military potential of aircraft was obvious from the outset, first as a way of spying on the enemy with reconnaissance planes and balloons armed with early cameras, and then as a way of taking the battle into the skies, as planes became weapons of war. In Britain these early days of military aviation were pioneered by a group of enthusiastic civilians and military men who were based at Lark Hill, Wiltshire where the rolling plains became ideal flying grounds. Here, the first military aviation base came into existence. Flying with the Larks charts its early days and its influence on First World War aviation.

1

SOARING LIKE AN EAGLE

In 1903, news of the Wright brothers’ successful flight broke slowly. It is believed that the first report came via a telegraph operator who had intercepted a message the brothers sent to their father telling of their achievement. The message read, ‘Success four flights Thursday morning started from level with engine power alone … inform press … home Christmas’.¹ The story reached a local newspaper, appropriately called the Virginian Pilot, on 18 December 1903, and they published a small news item that was picked up the following day by The Washington Post, under the somewhat extravagant headline ‘Soaring Like an Eagle’.

With hindsight, one might imagine the news of the first successful powered flight would be a massive scoop, however, at the time it almost passed by a sceptical public unnoticed. Many simply refused to believe the story, claiming flight was impossible or that it was a hoax; there were many more whom, whilst accepting the possibility of flight, saw it as mere folly and saw no value in its pursuance. Field Marshal Sir W.G. Nicholson, a British Army officer (who would become Chief of the Imperial General Staff 1909-12), was one of the latter school. An outspoken gentleman, he is said to have once proclaimed, ‘Aviation is a useless and expensive fad advocated by a few individuals whose ideas are unworthy of attention’,² and Nicholson remained convinced that aeroplanes would be worthless as means of scouting, as it would surely be impossible to accurately observe activity on the ground whilst travelling at ‘high speed’ through the air. Nicholson’s statement, like others who later rejected the personal computer, and the decision not to sign up The Beatles, has gone down in history as profoundly wrong. Nevertheless, among those who shared his belief was the then editor of The Times Engineering Supplement. When Alliott V. Roe³ wrote to the paper in February 1906 his letter was dismissed as a cheap attempt to publicise Roe’s fanciful aeronautical experiments. Some months later the paper deigned to print Roe’s letter, but famously added the following caution; ‘All attempts at artificial aviation are … dangerous to human life (and) foredoomed to failure from the engineering standpoint.’⁴

Lt Col John Capper and Katherine Wright. (Flight)

Thankfully not everyone had such negative views. John Capper was a Lieutenant Colonel in the Royal Engineers. Capper was fascinated by the potential of heavier-than-air flying machines, and although he was once given the nickname ‘Stone-age’ by junior officers for his Luddite tendencies, this comment on his personality now appears quite undeserved. He had first experienced ballooning whilst training on Salisbury Plain, and in May 1906 was appointed Commandant of the Balloon School at Farnborough. In this role he would play a significant part in the start of aviation in Britain. Shortly after taking up that post he was invited to speak at the Royal United Services Institute where he told his audience: ‘In a few years we may expect to see men moving swiftly through the air on simple surfaces just as a gliding bird moves …’ ⁵

Capper’s involvement with aeroplanes began when he was asked by his commanding officer, now Col James Templer, to visit the St Louis Universal Exposition, or World’s Fair, in October 1904. The fair would include an International Aeronautical Congress, so Templer asked Capper to go along and see if there was anything of interest. Aware of the Wright brothers’ achievement, and realising this was an opportunity not to be missed, Capper obtained a letter of introduction to them from a mutual friend, Patrick Alexander, before he set sail for America with his wife Edith. Whilst Capper’s subsequent dealings with the Wright brothers have no direct relevance to the Lark Hill story, the difficult negotiations that follow over the next few years sets the scene for early aviation development in Europe, and, therefore, is an appropriate starting point of our story.

Britain was a world leader in balloon technology, so unsurprisingly Capper found little of interest in St Louis. He took leave with Edith for Ohio, where they received a congenial welcome from the Wright family. John and Edith got on remarkably well with Wilbur and Orville, their sister Katharine and father Milton, and they immediately became good friends. The Cappers were invited to stay with the Wrights at their home in Hawthorn Street, Dayton, where the brothers engaged John, exhaustively talking about their experiments.

They allowed him to read eyewitness accounts of their flights and showed him photographs of the flyer airborne. Capper could not fail to be impressed, later describing the brothers as well-educated men and capable mechanics; he did not for a moment think it strange he had not been shown the actual machine, as he was told it had been dismantled and was in storage.

Several sources claim that during this visit the Wrights made Capper an offer to work solely for the British Government, however, in his book Miracle at Kitty Hawk: The Letters of Wilbur & Orville Wright, Fred C. Kelly confirms it was Capper who made the approach, asking the brothers to make his government some kind of proposal. Orville had already described their first flights as, ‘very modest compared with that of birds’⁶ and he and his brother realised there was still a lot of work to do and improvements to make before their flyer was commercially viable, so they informed Capper they were not yet ready to talk business. The brothers set to work improving their machine, refining their piloting skills, and increased the flight distance and duration markedly. In January 1905 the brothers wrote to Capper saying, ‘We are ready to enter into a contract with the British Government to construct and deliver to it an aerial scouting machine of the aeroplane type …’ they added, ‘if you think it probable that an offer … would receive consideration from your Government at this time, we will be glad to give further consideration to matters of detail.’⁷ This approach has been wrongly interpreted as an offer to deal solely with the British Government. Nine days after posting their letter to Capper, and timed carefully so as to arrive at precisely the same time, the Wrights wrote to the U.S. Government. The letter said:

During the year 1904, one hundred and five flights were made at our experimenting station, on the Huffman prairie, east of the city; and though our experience in handling the machine has been too short to give any high degree of skill, we nevertheless succeeded, toward the end of the season, in making two flights of five minutes each, in which we sailed round and round the field until a distance of about three miles had been covered. The numerous flights have made it quite certain that flying has been brought to a point where it can be made of great practical use in various ways, one of which is that of scouting and carrying messages in time of war. If the latter features are of interest to our own government, we shall be pleased to take up the matter either on a basis of providing machines of agreed specification, at a contract price, or of furnishing all the scientific and practical information we have accumulated in these years of experimenting … ⁸

The Wright brothers had previously discussed making such an offer with their Congressman, Robert M. Nevin, and he had in turn agreed to personally recommend their proposal to the War Department. Unfortunately, Nevin was ill when the brothers’ letter arrived and his staff passed it directly to the Secretary of War, Congressman William H. Taft. He mistook this apparently unsolicited approach as a request for funding for experiments, and sent back a stock letter of rejection, not once but twice. The rebuff shocked the brothers, and when they were discussing it with Chanute he offered to take up the matter with President Jefferson, who he knew personally. But, on 1 June 1905, Wilbur informed Chanute, ‘It is no pleasant thought that any foreign country should take from America any share of the glory of having conquered the flying problem… it has been for years our business practice to sell goods to those who wished to buy, instead of trying to force goods upon people who did not want them. If the American government has decided to spend no money on flying machines… we are sorry, but we cannot reasonably object. They are the judges.’⁹ Their letter to Britain had indeed been more enthusiastically received. Capper had shown it to his superiors at Aldershot, who in turn passed it swiftly onto the Army Council in Whitehall. They proposed that Col Hubert J. Foster, the British Military Attaché in Washington, should visit the brothers and observe a flight. The council wrote back to the Wright brothers, requesting they make a definitive offer, and instructed Foster to make the necessary arrangements. But the letter to Foster arrived when he was away from his desk on duty in Mexico, and he did not receive it until some months later. When he eventually spoke to Wilbur on 18 November 1905 he learnt that the brothers were not prepared to demonstrate their machine, or even allow anyone to set eyes upon it, until the British Government had signed a binding contractual agreement.

On first encounter this seems an unlikely demand, and many have been puzzled by Wilbur’s intransigence. The brothers have been accused of not wanting to sell their invention and in the process holding back aviation development for years. Undoubtedly, Wilbur and Orville were guarded, and it might be said that they were protective, but they were not secretive. They invited the local communities to come out and witness their flights; they even welcomed newspaper reporters to attend on the understanding that no photographs were taken. They did insist any written reports should not be sensationalist, but this was a safety precaution to avoid attracting overlarge crowds, rather than a reluctance to show their work. This suggests that the men knew the value of their invention, but fully realised other ambitious aviators would be quite willing to steal their ideas. Indeed, their own government had previously shown, on several occasions, a willingness to purloin any innovative design, leaving the rightful owner no recourse other than legal action – a lengthy and costly process that the brothers knew they could not afford. They had applied for a patent for their invention on 23 March 1903, but two years later it had still not been granted. In fact, U.S. Patent No. 821393 was not issued until 22 May 1906, and then, owing to an oversight in their original application, it covered the system for operating the control surfaces of their flyer rather than the whole aeroplane and so gave little overall protection to their invention. When the reader learns that, despite their reticence, the brothers would subsequently enter into at least eleven legal actions for patent infringements, the cautious attitude they maintained towards their work may be better understood?

Wilbur and Orville Wright preparing for a flight. (Flight)

Unable to advise under precisely what terms they might sell a machine to the War Office, Wilbur and Orville suggested they would stage a demonstration and set their fee on the basis of £50 per mile flown. In Britain, there were rumours the brothers were preparing their machine for a 500-mile flight, and so it was assumed the final price might be as much as £25,000. Although this distance would have been a reasonable goal to demonstrate the viability of their flyer, the truth is the brothers were some way from achieving it at that time. Of the many flights they conducted in 1904 their longest was just five minutes and four seconds, and although improvements were being made during 1905, the best flight they achieved that year was still only thirty-eight minutes in duration and covered just 24 miles – a long way short of the alleged goal. However, the detractors continued to press the point, along with their view that a British aeroplane could be built for a fraction of the ‘assumed’ cost. So, in February 1906, without a firm offer being put on the table, the Director of Artillery, Colonel Charles Hadden, wrote to the brothers rejecting their proposal. Undaunted, Wilbur and Orville contacted the governments of Germany, Italy, Russia, Austria, France and Japan, before writing again to Britain in May 1906. This second approach resulted in a meeting with Foster’s replacement, Colonel Albert E. Gleichen the following August. The brothers answered Gleichen’s questions frankly and suggested they would be willing to sell the British Government an aeroplane for 100,000 dollars, plus a similar amount for their services, scientific knowledge and experimental results, and would continue to work for a further four years (the sum expected was around £40,000 at the prevailing rate of exchange). Upon hearing this, their compatriot Chanute commented that he thought their price was very high. Gliechen submitted his report to the War Office, who in turn passed it onto Capper, with the following comment, ‘The accompanying letters from the Wright Cycle Co. Ltd, and the military attaché Washington, are forwarded for your remarks, but there appears to be no probability of approval being given for the expenditure of the large sum asked for.’¹⁰ Considering the enthusiasm he had once shown, Capper’s response was surprising; ‘There appears to be little doubt that the machine has done all the brothers claim for it … (but) I cannot think that a machine so limited in capacity can have great practical value except as leading to the building of better ones and therefore the purchase would be of no great assistance to us.’¹¹ It is, however, worth noting these decisions were being made against the background of a Liberal Government who had just defeated the Conservatives in the December 1905 General Election, with a manifesto promising to exercise strict economy in the field of defence expenditure.

As well as their dealings with the War Office, the Wright brothers had approached the Admiralty in the hope that the Royal Navy might also be interested in procuring a flyer. However, having consulted with his expert advisors Lord Tweedmouth, the First Sea Lord, wrote back thanking the brothers for their proposal, but saying that the Admiralty Board had, after careful consideration, arrived at the conclusion that their aeroplane would not be of any practical use to the Royal Navy. The Wright brothers became distracted by all these negotiations and stopped all experimentation. They did no flying from 1906 until they had negotiated an agreement with the French Government and staged flying demonstrations with their Wright Model A Flyer, a development of their original machine, during the summer of 1908.

2

SECOND TO NONE

Capper’s loss of confidence in Wilbur and Orville might...

Table of contents

• Cover
• Title Page
• Epigraph
• Dedication
• Contents
• Preface
• Introduction
• 1. Soaring Like an Eagle
• 2. Second to None
• 3. The Hill of Larks
• 4. The British & Colonial Aeroplane Company
• 5. Lark Hill Manoeuvres, 1910
• 6. The Position of the Sun Gap
• 7. The First Military Aeroplanes Arrive
• 8. Bristol Flying School
• 9. The Air Company
• 10. The Circuit of Britain Air Race, 1911
• 11. Developments within BCAC
• 12. Back on Manoeuvres
• 13. A Race to the Death
• 14. Formation of the Royal Flying Corps
• 15. Central Flying School
• 16. The Story Behind ‘Airman’s Cross’
• 17. British Military Aeroplane Competition, 1912
• 18. The Parke Dive
• 19. And the Winner is …
• 20. Monoplanes Grounded
• 21. Business as Normal
• 22. The Move to Netheravon
• 23. For Valour
• 24. The Lark Hill Military Light Railway (LMLR)
• 25. Closure
• A. RAeC Certificates Awarded at Lark Hill, 1910–14
• B. Competitors in the Circuit of Britain Air Race, 1911
• C. Entrants for the Military Trials, 1912
• D. Royal Flying Corps Personnel, 1914
• E. Aeroplanes believed to have been at Lark Hill, 1909–14
• F. RFC photographs, 1914
• G. Formation of the RAF, 1918
• H. The Lives of Key Personnel
• I. Who was the First British Pilot?
• Bibliography and Further Recommended Reading
• Notes
• Plate Section
• Copyright