British Aircraft before the Great War(1), Wydawnictwa anglo i rosyjskojęzyczne
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//-->BRITISH AIRCRAFTBEFORE THE GREATWARMichael H. GoodallandAlbert E. TaggSchiffer Military HistoryAtglen, PAContentsForeword,by Sir Peter MasefieldIntroductionOneTwoAircraft ManufacturersAirshipsModelsUnidentified British AircraftBibliographyIndex679359379381382384Forewordby Sir Peter Masefieldll devotees of the galaxy of historic aircraft whichwere designed, assembled and flown at Brooklands,Hendon, Eastchurch, Larkhill and numerous smallersites during the years which led up to the First World War, willjoin me in welcoming this fine and meticulously researchedbook by Michael Goodall and the late Bert Tagg.For the first time the leading particulars of most of theseaircraft types have been gathered together, more than 900 ofthem well illustrated and presented in one volume. It constitutes a most valuable contribution to the detailed informationabout a remarkable period in aviation history and is a memorial to the bravery and inventiveness of the intrepid pioneers ofthat faroff era.Importantly, among them are details of the first thirty Avroaircraft from the original Roe No.l biplane which made thefirst and now authenticated, though very brief take off underits own (Antoinette) power on the Finishing Straight of theBrooklands Motor Course in June of 1908.With them are the thirty-three Sopwith aircraft flown between July 1912 and the end of 1914. Between them the Avroand Sopwith aircraft, together with those of Shorts and Bristol,make up a significant proportion of all the British aircraft whichtook the air before the First World War. They were joined alsoat Brooklands by the nine adventurous Martin-Handasydemonoplanes and two Howard Wright monoplanes and one biplane on which Tom Sopwith made his first flight without thebenefit of any dual instruction. In fact, on the Howard Wrightbiplane, Sopwith made a gallant attempt upon the British EmApire Michelin Trophy by flying one hundred and fifty milesinto Europe on the last day of 1910 before taking it on a successful tour of the United States.Michael Goodall and the late, lamented Bert Tagg, bothwith such long and close associations with Brooklands, are tobe congratulated on the production of such a valuable additionto the early history of British aircraft. The Wright Brothers hadbeen an inspiration to the British pioneers and it is perhapsappropriate that this excellent volume has been published inthe United States. A memorable photograph shows Wilbur andOrville, together with several of the earliest British pioneersoutside Mussel Manor, Leysdown, Isle of Sheppey, Kent theclubhouse of the Royal Aero Club. The building still survivesand is now a tavern.It is, in addition to the details of the aircraft, a valuablereminder not only of the beginnings of British aircraft construction but also the fact that Brooklands grew from its smallorigins, on the World's first banked Motor Course, to becomeduring two World Wars, the chief center of the British aircraftindustry. In all for some eighty years Brooklands remained notonly a significant reminder of early work but also, with boththe Hawker and Vickers companies, a leader into the jet era.Today, Brooklands lives on as "The Brooklands MuseumTrust" where later generations can relish reminders of "TheGreat Days That Were" with an assembly of some of the mostillustrious aircraft as well as motor cars of the historic past,starting in June of 1908.I most warmly commend this book to all students of aeronautical history.Introductiont is hard to believe that less than a lifetime separates theearly pioneers, with their flimsy creations of bamboo, piano wire and cotton bedsheeting, from today's airbornemarvels machined from duralumin, stainless steel, titanium andcarbon fiber. The first primitive machines struggled to get offthe ground with just one person aboard - today's mighty airliners carry 500 passengers with ease at speeds that would havebeen unimaginable to the pioneers. But without those pioneers,with their boundless courage, enthusiasm and inventive genius,today's progress would not have been possible. Not all the pioneers were successful however and there were many deadends,but gradually the accumulated store of knowledge led to quickening progress up to the beginning of World War I.It must not be forgotten that, after these novel machineswere completed, some brave (or should one say foolish) fellow had to be found to coax it into the air. At first the pioneeraircraft constructors were often their own pilots, self taught,often alone in the pearly light of early dawn, shivering on theedge of some usually unsuitable grassland, waiting for an unreliable engine to drag them into the air.Gradually flying training became more organized with theopening of flying schools at Brooklands, Hendon and Larkhilland other, smaller centers. Up to the outbreak of War on 4 August 1914, a total of 881 British subjects civil and military qualified for British Aviation Certificates from the Royal Aero Clubof the United Kingdom. The first went to J.T.C. Moore-Brabazon (later Lord Brabazon of Tara) when, on 8 March 1910,he flew briefly a Short biplane at Shellbeach, Leysdown. Thefinal pre-War Certificate (No.863) was awarded to SergeantA.F. May, RFC.IOut of these 881 Certificates, 492 (56%) were gained bymembers of the British fighting forces (RFC and RNAS). Theother 389 were awarded to civilian pilots from 11 June 1910.Out of the total, forty-eight British pilots (5 1/2%) were killedin accidents between the above date (the first, the HonorableC.F. (Charlie) Rolls, at Bournemouth in a Short biplane, throughstructural failure) and the last, before civil flying was abandoned at the start of the First World War when Lieutenant L.C.Hordern, flying a Henry Farman of No.5 Squadron RFC waskilled at Gosport through an inadvertent (and familiar) stalland spin, following an engine failure.This book would not have been possible without the helpof my two old friends, now both sadly departed. H.F "Fitz"Cowley started acquiring photographs of early British aircraftin the late 1920s, when many of the pioneer airmen were stillalive and when it was possible to find photographs and brochures of early aircraft in bookshops and antique shops andeven from the pioneers themselves. Consequently he was ableto amass one of the finest photograph collections in the country. I was fortunate to inherit his collection and add it to myown.The other major contributor and my co-author was A.E."Bert" Tagg. Bert joined Hawkers at Kingston in the late 1930sand spent all of his working life with them and their successorcompanies. He was a skilled aircraft engineer and was able toadd the flesh to the bare bones of my raw research material.Tragically he died before knowing that the book would be accepted by our publisher, the first to have been approached.Andrea and John Garner, Bert's daughter and son-in-law, havemost kindly given me great assistance in editing the text andmaking it in an acceptable format for our publishers [ Pobierz całość w formacie PDF ]
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//-->BRITISH AIRCRAFTBEFORE THE GREATWARMichael H. GoodallandAlbert E. TaggSchiffer Military HistoryAtglen, PAContentsForeword,by Sir Peter MasefieldIntroductionOneTwoAircraft ManufacturersAirshipsModelsUnidentified British AircraftBibliographyIndex679359379381382384Forewordby Sir Peter Masefieldll devotees of the galaxy of historic aircraft whichwere designed, assembled and flown at Brooklands,Hendon, Eastchurch, Larkhill and numerous smallersites during the years which led up to the First World War, willjoin me in welcoming this fine and meticulously researchedbook by Michael Goodall and the late Bert Tagg.For the first time the leading particulars of most of theseaircraft types have been gathered together, more than 900 ofthem well illustrated and presented in one volume. It constitutes a most valuable contribution to the detailed informationabout a remarkable period in aviation history and is a memorial to the bravery and inventiveness of the intrepid pioneers ofthat faroff era.Importantly, among them are details of the first thirty Avroaircraft from the original Roe No.l biplane which made thefirst and now authenticated, though very brief take off underits own (Antoinette) power on the Finishing Straight of theBrooklands Motor Course in June of 1908.With them are the thirty-three Sopwith aircraft flown between July 1912 and the end of 1914. Between them the Avroand Sopwith aircraft, together with those of Shorts and Bristol,make up a significant proportion of all the British aircraft whichtook the air before the First World War. They were joined alsoat Brooklands by the nine adventurous Martin-Handasydemonoplanes and two Howard Wright monoplanes and one biplane on which Tom Sopwith made his first flight without thebenefit of any dual instruction. In fact, on the Howard Wrightbiplane, Sopwith made a gallant attempt upon the British EmApire Michelin Trophy by flying one hundred and fifty milesinto Europe on the last day of 1910 before taking it on a successful tour of the United States.Michael Goodall and the late, lamented Bert Tagg, bothwith such long and close associations with Brooklands, are tobe congratulated on the production of such a valuable additionto the early history of British aircraft. The Wright Brothers hadbeen an inspiration to the British pioneers and it is perhapsappropriate that this excellent volume has been published inthe United States. A memorable photograph shows Wilbur andOrville, together with several of the earliest British pioneersoutside Mussel Manor, Leysdown, Isle of Sheppey, Kent theclubhouse of the Royal Aero Club. The building still survivesand is now a tavern.It is, in addition to the details of the aircraft, a valuablereminder not only of the beginnings of British aircraft construction but also the fact that Brooklands grew from its smallorigins, on the World's first banked Motor Course, to becomeduring two World Wars, the chief center of the British aircraftindustry. In all for some eighty years Brooklands remained notonly a significant reminder of early work but also, with boththe Hawker and Vickers companies, a leader into the jet era.Today, Brooklands lives on as "The Brooklands MuseumTrust" where later generations can relish reminders of "TheGreat Days That Were" with an assembly of some of the mostillustrious aircraft as well as motor cars of the historic past,starting in June of 1908.I most warmly commend this book to all students of aeronautical history.Introductiont is hard to believe that less than a lifetime separates theearly pioneers, with their flimsy creations of bamboo, piano wire and cotton bedsheeting, from today's airbornemarvels machined from duralumin, stainless steel, titanium andcarbon fiber. The first primitive machines struggled to get offthe ground with just one person aboard - today's mighty airliners carry 500 passengers with ease at speeds that would havebeen unimaginable to the pioneers. But without those pioneers,with their boundless courage, enthusiasm and inventive genius,today's progress would not have been possible. Not all the pioneers were successful however and there were many deadends,but gradually the accumulated store of knowledge led to quickening progress up to the beginning of World War I.It must not be forgotten that, after these novel machineswere completed, some brave (or should one say foolish) fellow had to be found to coax it into the air. At first the pioneeraircraft constructors were often their own pilots, self taught,often alone in the pearly light of early dawn, shivering on theedge of some usually unsuitable grassland, waiting for an unreliable engine to drag them into the air.Gradually flying training became more organized with theopening of flying schools at Brooklands, Hendon and Larkhilland other, smaller centers. Up to the outbreak of War on 4 August 1914, a total of 881 British subjects civil and military qualified for British Aviation Certificates from the Royal Aero Clubof the United Kingdom. The first went to J.T.C. Moore-Brabazon (later Lord Brabazon of Tara) when, on 8 March 1910,he flew briefly a Short biplane at Shellbeach, Leysdown. Thefinal pre-War Certificate (No.863) was awarded to SergeantA.F. May, RFC.IOut of these 881 Certificates, 492 (56%) were gained bymembers of the British fighting forces (RFC and RNAS). Theother 389 were awarded to civilian pilots from 11 June 1910.Out of the total, forty-eight British pilots (5 1/2%) were killedin accidents between the above date (the first, the HonorableC.F. (Charlie) Rolls, at Bournemouth in a Short biplane, throughstructural failure) and the last, before civil flying was abandoned at the start of the First World War when Lieutenant L.C.Hordern, flying a Henry Farman of No.5 Squadron RFC waskilled at Gosport through an inadvertent (and familiar) stalland spin, following an engine failure.This book would not have been possible without the helpof my two old friends, now both sadly departed. H.F "Fitz"Cowley started acquiring photographs of early British aircraftin the late 1920s, when many of the pioneer airmen were stillalive and when it was possible to find photographs and brochures of early aircraft in bookshops and antique shops andeven from the pioneers themselves. Consequently he was ableto amass one of the finest photograph collections in the country. I was fortunate to inherit his collection and add it to myown.The other major contributor and my co-author was A.E."Bert" Tagg. Bert joined Hawkers at Kingston in the late 1930sand spent all of his working life with them and their successorcompanies. He was a skilled aircraft engineer and was able toadd the flesh to the bare bones of my raw research material.Tragically he died before knowing that the book would be accepted by our publisher, the first to have been approached.Andrea and John Garner, Bert's daughter and son-in-law, havemost kindly given me great assistance in editing the text andmaking it in an acceptable format for our publishers [ Pobierz całość w formacie PDF ]