Lighter Than Air

by Guy Warner

Willows himself was hopeful that the government would support his efforts by ordering an airship from him. The venture had at least raised his public profile and increased his expertise in airship handling. He was reported in the press as commenting, ‘Of course, I have obtained experience which would be of great value in training men in the handling of small dirigibles and by this means the best results are obtained afterwards in the handling of the larger class. This, I think, is the lesson to be learned from the numerous disasters to the Zeppelins.’83

  Meanwhile, the army’s airship men had been making some progress. The unsuccessful Baby had been transformed into the Dirigible IIa, soon renamed Beta, which had been completed in February 1910. It is worth noting that in this month a survey noted that there were twenty-six airworthy airships in the world, fourteen in Germany, five in France, two in Italy, and one each in Great Britain, Austria-Hungary, Belgium, Russia and the USA.84 Beta’s envelope was that of the Baby increased in length by 20 feet (6 metres) and it now had a volume of 35,000 cubic feet (990 cubic metres). The car was composed of a long frame, having a centre compartment for the crew and engine. The 35 hp (26 kW) Green engine was retained in an improved form, driving two wooden two-bladed propellers by chains. Beta was fitted with an unbalanced rudder, while the elevators were in the front of the frame. A contemporary account described it as being many times larger than its predecessor, having the appearance of a fish and being coloured dead chrome-yellow from end to end. The reporter judged that it appeared to be thoroughly under control from the moment of its ascent, throughout an hour-long flight in the vicinity of Farnborough until it returned to its shed, which no doubt would have gratified the aeronaut in charge, Colonel Capper, assisted by Captain King, Mr Green and Mr McQuade, the Works Manager.85 Further test flights were made in March by Captain Carden and Lieutenant Waterlow, which encouraged thoughts of a longer voyage.86 In this they were successful. On 3–4 June 1910, they flew to London and back during the hours of darkness, with a crew consisting of Colonel Capper, Lieutenant Waterlow and Mr T.J. Ridge of the Balloon Factory, taking about three and a half hours for the round trip; the first night flight:

  ‘The ascent was made at 11.40 pm and the course was set by the stars. When the main London and South-Western railway line was reached, the airship followed the metals until the Brooklands motor track at Weybridge was reached. Then a straight line to St Paul’s was taken, the Thames being crossed three times in its windings. The first crossing at Thames Ditton, the second near Hurlingham and the third near Battersea Park. The dome of St Paul’s was circled and the return journey, with a following wind, was made at top speed, between 25 and 30 miles an hour. The main London to Portsmouth road was struck at Hounslow and proved a splendid guide to the aeronauts, who followed it through Staines and Sunninghill to Farnborough.’87

  Beta – the pilot’s seat and controls. (Via Nigel Caley)

  The flight was followed on the ground by the Balloon Factory’s Chief Draughtsman and Chief Mechanical Engineer in a motor car – but so rapid was the progress made by Beta that they lost sight of the airship not long after it departed from Farnborough Common. Harry Harper was offered a flight in Beta one afternoon:

  ‘Clad in a suit of overalls which had been lent me, I was given the task of keeping the log of the trip, being provided with an official logbook for the purpose, and a stub of pencil.

  ‘The engineer crouched in a tiny seat just behind his noisy motor. We other two, the skipper and myself, were poised perilously on a little railed platform, which had two or three boards stretched across a metal frame to form its floor. There was no support of any kind to grip at save a couple of flimsy handrails which, as soon as the engine began running fast, vibrated so much that one could scarcely hold them. The platform too shook violently, and the whole affair was distinctly intimidating.’88

  Beta I in 1910. (Museum of Army Flying)

  As Harper tried to keep his mind on the task of entering engine data, height and course, his hands, face and the pages of the logbook became covered in a thin film of oil blown back from the engine. Worse was to follow:

  ‘We began to encounter a gusty, bumpy wind. The little airship began to make bad weather of it, like a small yacht in a rough sea. Up she went at the bow and then down again with a sickening lurch. Then she would roll and give a sort of uneasy wobble. All the time I was clinging for dear life to that bleak exposed platform, trying to prevent myself looking down apprehensively through the cracks in the floorboards.’89

  He noted that he was very glad to return to earth, that he had managed to complete all the log entries required and that Beta made a good landing despite the bumpy conditions.

  Gamma – the control position. (Via Nigel Caley)

  Beta was followed by Gamma, which first took to the air for a 50 minute flight on 2 February 1910 in the capable hands of Capper and Waterlow. Her rubber-proofed fabric envelope had a capacity of 75,000 cubic feet (2122 cubic metres), with an 80 hp (59 kW) Green engine in the extended car driving swivelling propellers, the gears and shafts of which were made by Rolls-Royce. The engine drove the propeller shafts direct, one from each end of the crankshaft, allowing a top speed of 30mph (48kph). The engine gave some teething problems to begin with, but in March, Captain Carden and Lieutenant Waterlow carried out a series of successful test flights.90 Gamma was badly damaged in a spring gale while moored out at Farnborough, but she was fully repaired, so leading to the following report in June 1910:

  ‘Gamma Out Again. Having had the damage sustained during the recent gale repaired, the army airship Gamma was out for a trial run on Saturday afternoon. Piloted by Lieutenant Broke-Smith, RE, with Lieutenants Cammell and Reynolds, and Mr Green, as crew, the dirigible manoeuvred successfully over Farnborough Common for forty minutes. The only incident was the stampeding of some horses belonging to the Oxford University Territorials, which were apparently frightened by the whirr of the motor as it passed over them.’91

  Gamma or The Yellow Peril in 1910. (Museum of Army Flying)

  Not long afterwards, the airships received a visit from King George V and Queen Mary, which was described as follows:

  ‘Army Airships Inspected by the King and Queen. On Monday afternoon, during the time HM the King was at Aldershot, the two army airships, Beta and Gamma were taken out and cruised over from Farnborough. The former then returned to her shed, where she was closely examined by His Majesty, who rode over from the camp. The Queen, who had motored over to Farnborough to see the dirigibles, also had the mechanism of Beta explained. Gamma had some little engine trouble, and descended at Crookham, but later returned to the balloon factory. On Wednesday afternoon both airships were out, Gamma cruising over the vicinity of Guildford, while Beta started off from Farnborough in the direction of Bournemouth.’92

  Beta made another visit to London in July, this time in daylight, crewed by Lieutenant Broke-Smith, Lieutenant T.J. Ridge of the London Balloon Company, RE (Territorials), and Sergeant Ramsey, RE. (This was the first Territorial Force air unit and was in existence for five years from 1908 until 1913. Ridge was also the assistant superintendent of the Balloon Factory.) This time navigation was by map and compass, and slow progress was made against a stiff headwind. An average height of 1500 feet (457 metres) was maintained and the conditions were smooth, apart from cross currents encountered over the Thames valley. Once over the city, large crowds stared upwards at the graceful sight as Beta passed over the City of London, the Strand and the Houses of Parliament. The return trip was accomplished at a speed of 35mph (56kph) and, as there was petrol to spare, a detour was made to fly a circuit over the Royal Pavilion at Aldershot, being watched from the windows by King George and Queen Mary. On landing back at Farnborough, the airship’s crew were greeted by cheers from the crowd assembled on the common.93 Later, Beta had a minor mishap, making a forced landing near Andover due to a broken crankshaft. The inherent safety of the airship was demonstrated, as a safe descent was made into a field near a farmyard. Farnborough wa
s speedily advised of the difficulty, and spare parts and mechanics were dispatched by motor car. Soldiers were summoned from nearby Tidworth and Beta was transported to a local foundry, where repairs were effected during the night, so allowing Beta to proceed to Bournemouth the next day.94 Not long afterwards permission was given, with some reluctance, in case that it would frighten the troop horses, for both aeroplanes95 and airships to take part in the army manoeuvres of September 1910, to be held on Salisbury Plain. Instructions were issued:

  ‘As this is the first occasion on which aeroplanes and dirigible balloons have been employed in this country for military work, their employment is largely a matter of experiment; and as the science of aerial navigation is still in its infancy, unreal conditions, which would not obtain in war, must be observed for the safety of the aeronauts and their machines.’ 96

  Given the propensity of troops of the BEF in August 1914 to fire off volleys of musketry at any passing aircraft without waiting to ascertain if it was friend or foe, this was probably timely advice. Beta’s contribution to the manoeuvres was recorded thus:

  ‘Beta at the Manoeuvres. On Saturday afternoon the army airship Beta returned to Farnborough after a week’s scouting in connection with the manoeuvres at Salisbury. On the previous Monday she sailed over to Salisbury, commanded by Colonel J.E. Capper, RE, and scouted for the “enemy” during the afternoon. A slight mishap with the engines kept her “confined to barracks” on Tuesday, but on Wednesday, Thursday, and Friday, practically the whole of Somerset, Dorset and Wiltshire were covered during reconnoitring operations, going as far west as the Bristol Channel, in all about 1000 miles, and the observations taken are reported to be most accurate.’97

  Though Beta was officially neutral, not being part of either the East Land or West Land forces, Capper and his crew were able to watch the troops of both the divisions, to bring despatches, and to communicate with Lieutenant General Sir Horace Smith-Dorrien, KCB, KCMG, DSO, the C-in-C of Aldershot Command. [Smith-Dorrien was more open-minded than many senior officers; he was sure that ‘aerial machines’ would play an important part in future wars and stated at a meeting of the Aldershot Military Society, on 22 February 1910, that, ‘we soldiers must take every opportunity of studying all there is to be learned on the subject’.] The airship passed over the headquarters’ staff, where the officers were able to exchange information and convey from the car of the dirigible a sketch-map of the position of the forces as seen from the airship. Beta spent several nights moored out in the open, under the shelter of trees or in quarries. Mobile support was provided by one of the old ballooning gas trains drawn by a traction engine. On one occasion she was in the air for seven and three-quarter hours without landing, carrying a crew of three. She has been described as; ‘The first truly efficient British service airship.’98 Some senior officers were impressed, General Sir John French, ‘spoke of the keen practical attention with which all far-seeing military authorities had taken up aviation’.99 Others were much less so, the Chief of the Imperial General Staff, General Sir W.G. Nicholson, GCB, ADC, RE, who although a talented administrator and a sapper himself, ‘was of the opinion that aviation was a useless and expensive fad, advocated by a few cranks whose ideas were unworthy of attention’.100 [By 1911 it should be noted that Nicholson had changed his opinion and acknowledged that aircraft would play a part in the next war, ‘whenever it may come’.] A national Sunday newspaper did not mince its words:

  ‘The trouble at the War Office with regard to aviation is not Major Sir Alexander Bannerman, it is essentially due to the presence at the War Office of an engineer officer of exalted rank, who is not merely frigid towards aviation, but is even violently opposed to the idea that it has any military value. It is unfortunate that a man with such ideas should happen to be in a position in which he is able to place obstacles in the way of every suggested forward step.’101

  General Nicholson’s was a voice and personality of great influence in Whitehall, and was singularly intolerant of anyone whose views opposed his. Nor were some of the naval hierarchy any more keen on establishing command of the air, as an anonymous admiral commented; ‘I do not say we do not wish to do so, but I think we will be forced to do so.’102

  They would be even less enthusiastic about sharing any co-operation on matters of aviation with the army.

  Meanwhile, the French army had also staged its annual manoeuvres in the autumn of 1910, making use of eight fixed-wing aircraft of various types and four airships, Liberté, Clément-Bayard, Colonel Renard and Zodiac. One of the airship pilots of those halcyon days before the war recalled:

  ‘There were many adventures in the days of the early army airships, but there were no serious accidents and there was no loss of life. Engine breakdowns were not unusual and other failures occurred, such as the propeller chains snapping, the elevators jamming, valves sticking, or fittings coming adrift owing to vibration. Very frequently defects were remedied in the air, whilst the airship drifted free; this sometimes necessitated one of the crew crawling out along the frame, or onto an outrigger, to effect adjustments.’103

  Sometimes the drifting plan could be a little dangerous, as on one foggy day when Beta, having just regained the use of her engine, very narrowly avoided coming into collision with the spire of Salisbury Cathedral. On another occasion, as they passed noiselessly over a cricket match, the batsman stared upwards at the airship and lost his middle stump to the bowler who was concentrating on the matter in hand. Broke-Smith also reflected on the methods adopted when a forced-landing was required; the airship would alight in a sheltered spot, protected from the wind and weather, the grapnel being hooked onto a handy hedge or tree, and assistance would then be summoned from Farnborough. The technique of emergency landings became regarded as a matter of routine.

  On 4 October, Colonel Capper addressed a meeting of the Women’s Aerial League with an illustrated lecture on airships and aeroplanes. He expressed considerable dismay regarding what he saw as the apathy of Britain as regards the conquest of the air, when compared to the drive and enthusiasm shown on the Continent and in America. He believed that aerial expertise was vital to national interests and urged the women of Britain to wake their men up to, ‘the realities of the matter, as men would do anything for the women.’ He predicted that in future, aerial navigation would be common and that all wars would begin with the conquest of the air, which might result in making war so terrible a proposition for the population that peace would be the outcome.104

  Also in October, the War Office announced that the air branch of the army would be expanded and that the Balloon School would be reconstituted. Flying in heavier-than-air machines would be included and officers from all arms would be encouraged. In November the Secretary of State for War, R.B. Haldane, visited Farnborough and was taken for a flight in Beta by Captain Broke-Smith. The minister arrived dressed as for Parliament in his top hat and had to be persuaded that this was not really appropriate flying gear and put on a borrowed flat cap instead.

  Later in the year it was decided to purchase a new 110,000 cubic feet (3113 cubic metre) envelope for Gamma, as the one in use was proving to be rather leaky. It was ordered from the Astra Airship Company in Paris. Flying began early in the New Year of 1911 and it was reported that:

  ‘The army airship Beta made her reappearance on Tuesday last and carried out the first of a series of instructional trips in the neighbourhood of Farnborough. Captain Broke-Smith was in command, and he was accompanied by Major Sir Alexander Bannerman, Commandant of the Army Balloon Factory. A trip of some twenty-two miles was made, during which the little airship behaved splendidly. These trips will be continued at every available opportunity during the coming spring and summer for the purpose of instructing various officers in the science of aerial navigation.

  ‘On Monday Mr Cody was out, and made several trips with passengers, including Major Sir Alexander Bannerman and Lieutenant Cammell. In one of these trips he chased after the Beta and succeeded in getting p
ast her.

  ‘On Tuesday the airship was under the control of a non-commissioned officer, whose work was supervised by Lieutenant Waterlow.’105

  The report the following week contained an item of greater significance for the future use of airships, Beta, on the night of 27–28 January, was flown by Clive Waterlow, with Captain H.P.T. Lefroy, RE, manning the wireless apparatus:106

  ‘Beta and Wireless Telegraphy. During the instructional cruise made by Beta on Saturday last, communication was kept up with headquarters at Farnborough by means of wireless telegraphy. The trip lasted for over an hour, and, taking a southerly course, the airship was steered to within a few miles of Portsmouth before turning and making a wide westerly detour via Andover on the return journey to Farnborough.’107

  Beta was fitted with a wireless apparatus in 1911.

  Lefroy and Lieutenant R.A. Cammell had already undertaken wireless experiments while free ballooning in the Andes from Cove Common to Leatherhead in August 1910.

  The success was slightly tempered by the fact that owing to the noise and interference, the engine had to be stopped to enable signals to be received. Lefroy recorded his thoughts on the experiment in his logbook:

  ‘Petrol pipe on engine burst when half a mile from the Balloon Factory. I at once informed ASX (Aldershot wireless telegraphic station) of this and told him to try and let me know when the engine was not running. He at once started up, and I got very loud signals and read: All your signals good but … and then the engine was off again and I lost the rest. Quite impossible to hear signals (when engine running so close) without any special device, such as soundproof helmet – could not even hear the test buzzer and barely hear the spark-gap; returned to factory and landed safely about 5.10 pm.’108