Lighter Than Air

by Guy Warner

  The First Lord of the Admiralty, Winston Churchill, censored publication of Sturdee’s findings at the time and all known copies of the report have been lost or destroyed, so the precise findings are never likely to be discovered. It is known, however, that the court found structural weakness to be the cause of the accident, which was hardly a revelation. A recommendation was made to the First Sea Lord, Admiral of the Fleet Sir Arthur Wilson, VC, Bart, that no more rigid airships should be constructed for the Royal Navy. On a more positive note, Usborne was praised for his conduct in showing good judgement at a critical moment and in trying to minimise the danger of the situation by deflating some of the gasbags.127 Lieutenant Talbot was also commended for his gallantry in rescuing some of the crew from the aft gondola. Usborne remained in Barrow with the care and maintenance party until the great airship frame was broken up. He was less successful when he made an application to the Admiralty for the time spent at Barrow prior to his formal appointment to HMS Hermione from 26 September 1910, being considered as time served in a ship of war at sea (which would have enhanced the period of service reckoned for pay and promotion purposes). This was refused by their Lordships.128 The Admiralty having lost interest in rigids for the time being, in January 1912 the Airships Section disbanded. Sueter was placed on the half-pay list and his brother officers were ordered to report for general service. HMA No 1 was certainly not a success, but the story is not one of total failure, as valuable knowledge had been gained. The facts of this are spelt out in some detail by Sueter, who, not surprisingly, also drew some less favourable conclusions with regard to the official response to the Mayfly’s mishaps:

  ‘With this airship we learnt to handle large volumes of hydrogen gas, specialized in outer cover and gasbag fabric work; in carrying out at Barrow, and with the help of the National Physical Laboratory, a long series of tensile tests in warp and woof of a large variety of fabrics. Also a large number of osmosis experiments were carried out to determine the rate of leakage of hydrogen through various gasbag materials, and entry of air. We found slightly more nitrogen leaked in than oxygen. These seam tests and permeability tests were all most instructive. We studied the loss of lift through large variations of temperature. Also, with the good and always ready help of the NPL, when Dr Richard Glazebrook was the able director, the stability of various aluminium alloys, such as Duralumin, vibration tests with this metal etc, were investigated. Nearly all the work with the Mayfly we found of the greatest value in building up the small airship fleet that Admiral Lord Fisher required in the war to assist in countering the German submarine menace. After the wreck of the Mayfly, I begged every Sea Lord to continue airship development, but without success. All airship work was closed down. To wait and profit by the experience gained in developing a new weapon by another nation is always a tempting policy to those in authority. Some said, why not wait, like we did with the submarine? France developed this underwater weapon of warfare – we stayed our hand until we were forced to come in. Then we soon caught the French up. Let Germany waste money in this costly airship business. We could soon catch her! Fortunately, we did not go to war with France whilst we were playing the waiting game with submarines. But with airships, the Sea Lords of the Admiralty permitted a potential enemy country to develop a weapon that we did not possess ourselves. Surely this was an unwise policy, and when war did break out with Germany in 1914, we had no rigid airships for working with the fleet and keeping the North Sea under aerial reconnaissance.’129

  Rear Admiral Jellicoe and Captain Hugh Watson aboard the Zeppelin Schwaben in 1911.

  Nor indeed were all senior naval officers totally blind to the potential of airships and aviation. Sir John Jellicoe took it upon himself, in November 1911, to go to Germany and take a flight in the commercial Zeppelin, Schwaben, accompanied by the Naval Attaché in Berlin, Captain Sir Hugh D. Watson, RN. Jellicoe subsequently discussed his findings with the First Sea Lord, but to no immediate effect.130

  More Successful Flights by the Army

  Once more the army had been using its small airships with some success while the navy struggled. In March 1911, the Secretary of State for War, R.B. Haldane, made a statement to the House of Commons in connection with the recently published army estimates, which included this comment: ‘The balloon factory, really the dirigible factory, has been completely reorganised and has got a very efficient civilian staff of experts under a gentleman well known in aeronautics [Mervyn O’Gorman]. Considerable changes have been made and new machinery introduced, by which three times the output of hydrogen will be obtained.’ He looked forward to the addition of further dirigibles to the army’s present strength of two, Beta and Gamma.131

  Of O’Gorman’s time at Farnborough it was later written:

  ‘The same sort of credit belongs to the conduct of the balloon factory under Mr Mervyn O’Gorman, who had charge of it during that very crucial period from the autumn of 1909 to the summer of 1916. When he took over the factory, he found at Farnborough, one small machine shop, one shed for making balloons, and one airship shed. The workers were about a hundred in number, fifty men and fifty women. Seven years later, when Lieutenant Colonel O’Gorman was appointed to the Air Board as consulting engineer to the Director General of Military Aeronautics, the hundred had swollen to four thousand six hundred, and the buildings situated on the forest land of Farnborough had increased and multiplied out of all recognition. This development was made necessary by the war, but it would have been impossible but for the foresight which directed the operations of the period before the war. The factory, working in close co-operation with the Advisory Committee and the National Physical Laboratory, very early became the chief centre for experimental aviation with full-sized machines.’132

  On 1 April 1911, the Air Battalion of the Royal Engineers was formed, to take over from the Balloon School at Farnborough, ‘to which will be entrusted the duty of creating a body of expert airmen. The training and instructing of men in handling kites, balloons and aeroplanes, and other forms of aircraft, will also devolve upon this battalion.’133

  An officer, who could be selected from any regular arm or branch of the service, was required, on joining the battalion, to go through a six months’ probationary course (including two months kiting and ballooning) and if, during this period, he showed no aptitude for the work, then he had to return to his unit. On satisfactorily completing the probationary period, he would be appointed to the Air Battalion for a term of four years (inclusive of the time of probation), and would be seconded from his regiment. Certain qualifications were applied. These were fairly demanding: (a) special recommendation by commanding officer; (b) possession of aviator’s certificate; (c) previous experience of aeronautics; (d) rank not above that of captain; (e) medical fitness for air work; (f) good eyesight; (g) good map-reader and field sketcher; (h) unmarried; (i) not less than two years’ service; (j) under thirty years of age; (k) good sailor; (l) knowledge of foreign languages; (m) taste for mechanics and (n) light weight (under 11 stone 7 pounds). The warrant officers, non-commissioned officers, and men, were to be drawn from the Corps of Royal Engineers.134

  In command was Major Sir Alexander Bannerman, RE, who owed his appointment to good connections with the general staff. He would not even have described himself as the country’s foremost aviation expert or exponent. It consisted of two companies, No 1 (Airship) at South Farnborough, commanded by Captain E.M. Maitland, Essex Regiment, of whom it was said that he was, ‘as quiet as a Quaker and as considerate as a hospital nurse,’135 and No 2 (Aeroplane) at Larkhill, under the command of Captain J.D.B. Fulton, RFA, which, by the summer, could field five or six flyable aeroplanes. The battalion establishment was for fourteen officers, twenty-three NCOs, 153 men, two buglers, four riding horses and thirty-two draught horses. It can be seen therefore, that by the formation of the two companies, that it was as yet undecided as to whether airships or aeroplanes would develop into the most effective war machines.136 Maitland had under his command th
e two airships Beta and Gamma, several free balloons and a flight of man-lifting kites. There was quite some debate at this time concerning the status of pilots; it was Maitland’s firm conviction that the pilot should always be in charge of the airship or aeroplane and not have a system, as advocated by some, of non-commissioned pilots under the command of commissioned observers – thus creating a subservient relationship much like that of chauffeur to master. In the Imperial German Air Service the latter method prevailed.

  A general aeronautical policy also had to be decided upon and set out. The War Office was faced with something of a dilemma in this respect. Both Germany and France were at a greater stage of advancement in military aviation; France favoured the fixed-wing aircraft as the way ahead, whereas Germany showed a greater inclination to the airship. Which was correct? Neither the politicians, civil servants, nor military men, had sufficient knowledge or experience to be certain as to the best way forward. In comparison to the Air Battalion, France had upwards of 170 aeroplanes and several airships, while Germany had twenty to thirty military aeroplanes and about twenty airships.

  In May 1911, Beta suffered a slight but embarrassing accident; Clive Waterlow was in command and had been instructed to investigate a report from other pilots that Beta was difficult to land:

  ‘Beta Bags a Telegraph Pole. At the conclusion of some practice flights at Farnborough on the 18th inst., the army airship Beta had a trying experience, although fortunately came through with “flying” colours. The airship was not quite low enough for the soldiers to grab the tow rope, and in consequence it dragged across the ground for some distance. In crossing the Farnborough Road the rope got entangled round a telegraph post, which it succeeded in pulling out of the ground. No other damage was done however, the airship landing safely shortly after.’137

  Waterlow very sensibly recommended that to rectify this problem, more engine power should be maintained on approach to increase the airflow and thereby give greater effectiveness to the elevator.

  Not very long afterwards the Army Council issued provisional regulations for the guidance of the Air Battalion. It was to be regarded as supplementary to the cavalry:

  ‘The new unit is regarded by the Army Council as one of the most valuable means of obtaining information at the disposal of the commander of an army. It will not, however, replace other means of acquiring information, such as cavalry and agents, but will be used in conjunction with such services. The Air Battalion is to be so distributed that the units may not only be placed in the best positions to obtain information, but to cooperate with the other arms, and especially with the cavalry, in this all-important service.’138

  Airship crews were given specific advice:

  ‘The presence of troops, if in the open, can be observed in clear weather at an altitude of 5000–6000 feet, within a radius of four to six miles from the aeroplane or dirigible. When nearer the earth objects will be rather more easily distinguished, but are a shorter time in view, and the area is restricted. Dirigibles will be exposed to considerable danger from artillery fire when lower than 4,500 feet or within a range of 5000 yards, and from rifle or machine-gun fire when at a height of less than 3500 feet, or at ranges under 2000 yards. For transmission of intelligence from dirigibles, wireless telegraphy, signalling, or carrier pigeons can be used.’139

  Very sensible advice was also given to troops on the ground:

  ‘In deciding whether it is advisable to open fire on airships the probability of escaping observation if fire is reserved is to be considered. Special observation parties of men skilled in distinguishing between friendly and hostile craft might be detailed to watch for the enemy’s machines and give warning to the artillery and machine-gun commanders, who will be prepared to fire much in the same manner as against moving targets on land.’140

  Some very interesting information for the airmen was contained at the foot of the same report:

  ‘On Tuesday, Colonel Seely, in the House of Commons, informed Mr Ashley that the whole question of extra pay to be granted to officers of the Air Battalion was receiving consideration.’141

  Gamma had been fitted with her new French envelope. In the summer she was reported as making a number of flights in support of the London Balloon Company and RE Territorials, including some as early as 3 am (to take advantage of the light air often to be found in the pre-dawn hours), adding:

  ‘At many of the journeys, the London Balloon Company have assisted the Regular Air Battalion in the handling of the airship, some useful airship experience being thus gained for the first time.’142

  Then a few days later:

  ‘Very early in the morning of Wednesday last week the army dirigible, Gamma, was brought out of its shed, and with Lieutenant C.M. Waterlow in charge, and Captain E.M. Maitland, Lieutenant T.J. Ridge, and a mechanic on board, it cruised for some considerable time over Aldershot Camp and district at heights ranging up to 1000 feet. The alterations which have been carried out during the process of overhauling appear to be giving every satisfaction.’143

  It was noted in September:

  ‘Gamma Visits Guildford. The army airship, Gamma, with a crew of six, including Captain Broke-Smith, Captain Maitland, and Mr Mervyn O’Gorman, made a prolonged flight on Tuesday morning last, circling Guildford and returning to Farnborough by way of Farnham, Crondall, and the Long Valley. The flight lasted one and a half hours, and the distance covered was forty miles.’144

  And:

  ‘Gamma Has a Night Out. Lubrication troubles putting both her engines out of action led to the army airship Gamma having an exciting time on the 14th inst. She was caught by a heavy wind just at twilight and driven across the Hog’s Back, but was safely brought down in a clearing not far from Farnham. She was undamaged, and, being moored under the lee of some trees, she remained out in the open all night while the Engineers of the Air Battalion put the engines right. Although a strong wind was blowing on the following morning, Lieutenants Waterlow and Fox took charge of the airship and succeeded in getting it back safely to headquarters at Farnborough.’145

  In the same issue another correspondent wrote with some foresight:

  ‘Shortly afterwards, we observed a huge sausage-like shape above us, and identified it as Gamma from Farnborough. It sailed round the ground at about 700 or 800ft, and then went straight off in the direction of home. One could not help thinking what an easy mark it would make for a gunner, even if two or three times the distance away. It seemed very steady, but rather slow.’146

  The airship sheds at Farnborough, with the Royal Aircraft Factory in the foreground. (Via Nigel Caley)

  And finally:

  ‘Gamma at Salisbury. On 22 September last, the army airship Gamma made a successful flight from Farnborough to Salisbury Plain, via Basingstoke and Andover. Piloted by Captain Broke-Smith and Captain Maitland, with a crew of six, including Mr Mervyn O’Gorman, a halt was made in front of the hangars on Larkhill, Salisbury Plain, for lunch. Starting again at two o’clock, the return journey was made in one and a half hours, the outward journey having taken fifteen minutes longer. The total distance covered during the flight was 110 miles.’147

  Meanwhile, in France, airships and aeroplanes had taken part in the annual army manoeuvres for the second year running, and aviators gained recognition as the ‘fourth arm’ alongside the artillery, cavalry and infantry.148

  As the year drew to a close a further successful experiment was made:

  ‘Ripping the Army Airship. In the envelopes of dirigibles, as of balloons, there is a panel of fabric so cemented to the main body of the material as to enable it to be ripped off by pulling a cord. In ballooning, the ripping panel is used during the last stage of descent in order to destroy the buoyancy, and to prevent the rebound after the car first touches the earth. In the use of dirigibles this practice is of course not followed as a rule, but as it might be necessary, in emergency, to rip before touching earth, it was determined at the Army Airship Factory to see if the proceeding was feas
ible, and likely to result in much or little damage to the machine. The airship Gamma was employed for the experiment, and the conditions were such as to have enabled the crew to leave the ship by sliding down the trail ropes. The envelope immediately collapsed when ripped, and the airship fell to the ground, but subsequent inspection showed that only stays and wires that could be easily replaced had been damaged by this somewhat drastic trial.’149

  A view of Gamma’s car which shows the engine and swivel propellers.

  The Committee of Imperial Defence Deliberates

  In the middle of November the Prime Minister, H.H. Asquith, requested that the Committee of Imperial Defence:

  ‘Should consider the future development of aerial navigation for naval and military purposes, and the measures which might be taken to secure to this country an efficient aerial service.’150

  He had been influenced to some extent by general public disquiet with the government’s aeronautical policy when compared to the efforts of France and Germany. The Mayfly’s costly mishap had not improved the position.

  During 1911, a feeling of dissatisfaction, ‘had been growing concerning the inferiority in aerial strength of the country as compared with our continental neighbours’. The criticism grew in volume and weight until the cabinet felt that some steps should be taken to see whether or not the existing system could be improved.151