A “PUSS” MOTH GETS THERE. In August, 1932, J. A. Mollison arrived in New York from Ireland on his “Puss” Moth light aeroplane, “The Heart’s Content”. He is here shown arriving at Roosevelt Field, Long Island, New York, after flying from Penfield Ridge, New Brunswick, where he had been obliged by fog to land. His was the first “lone” flight westward across the Atlantic, and it was the first time a light aeroplane had been successfully used for such a trip.
IN the world-wide expansion of aerial travel and the growth of aviation generally the light aeroplane has played a most conspicuous part. The evolution of the flying “runabout” has been due largely to the ingenuity of British constructors and the courage and skill of such British pilots as Bert Hinkler and others.
After the glider competition at Itford Hill, near Lewes, in 1922 (see the chapter “Wonders of Gliding Flight”), and the low-powered aeroplane competition at Lympne in the following year, the Air Ministry held a light aeroplane competition at Lympne in 1924. This was, in effect, the official introduction of the “light aeroplane” class, although before the First World War there were many low-powered aeroplanes; indeed, then, a 100 h.p. machine was among the largest. But so important did light aeroplanes become after the War, by contrast with military types, that the International Aeronautical Federation established special categories of them for record-making purposes.
At Lympne, in the 1924 contest, one of the principal competitors was the late Squadron-Leader Bert Hinkler, who did remarkable things on the Avro “Avis”, a two-seater fitted with a 34 h.p. Bristol “Cherub” engine. On one occasion when Hinkler was flying this aeroplane, he went through most of the manoeuvres in the list of aerobatics, and Sir Sefton Brancker, then Director of Civil Aviation, insisted on doing likewise. Stunt flying seemed, at the time, remarkable for a machine with such a small engine. At that period, moreover, there was no question of an Air Ministry certificate for aerobatics, and many were deeply impressed by the little aeroplane’s obvious sturdiness. Fully loaded, it weighed only 950 lb. It was a normal tractor biplane, with equal top and bottom wings, its span only 30 feet, its wings arranged for folding in order to go into a garage.
Squadron-Leader Hinkler, who was the test pilot of the constructing firm, soon afterwards had to put the Avro “Avian” through its trials, and on that machine he was to perform some remarkable flights. The “Avian” in many respects resembled the “Avis”, but it was fitted with a 30/80 h.p. “Cirrus” air-cooled, four-cylinder engine. It seated two in an open cockpit, tandem fashion, and was of metal construction. It was two feet shorter in span than the “Avis”, but its weight, fully loaded, was 1,485 lb.
LIGHT SPRINTER OF SPECTACULAR RACE. The Percival “Mew Gull”, a single-seater racing monoplane of exceptional performance. It has a 200 h.p. “Gipsy Six” engine, and with a top speed well in excess of 200 m.p.h. is one of the fastest small aeroplanes ever built. The small wing span (24 ft.), streamlined undercarriage and enclosed cockpit are very notable features. In the King’s Cup air race in 1935 the “Mew Gull” made the fastest time, averaging 208.91 m.p.h.
On a Baby “Avro” — 35 h.p. Green engine — Hinkler had flown from London to Rome and back in a day, but on the “Avian” he flew to Australia alone, in February, 1928. Up to that time the only flights from England to Australia had been those of Sir Ross and Sir Keith Smith, in 1919; Lieutenants Parer and McIntosh, in 1920 (they took several weeks for one of the most extraordinary flights in history); and Sir Alan J. Cobham, accompanied by an assistant, in 1926. Hinkler’s machine and its engine had been in constant use for two years before his flight to Australia.
Hinkler took 16 days, shortening the time taken by Sir Ross Smith by 12 days and achieving the longest solo and longest light aeroplane flight so far made. His total flying time was 134 hours, so that the flight would have taken 5 days, 14 hours, if made continuously day and night. The distance was more than 10,000 miles, and this was covered without any repairs to machine or engine. Hinkler flew alone, the passenger’s accommodation being used for extra tankage. This type of machine was subsequently used by Lieutenant P. Murdoch in a flight to Cape Town in 14 days, by Lady Heath in a flight from Cape Town to London, and by Wen Lin Tsche and Johannsen in a flight from England to China.
Meeting Hinkler for the first time, no one would ever have imagined what a really big man he was. Small in stature, very unpretentious, speaking quietly and rapidly, the little Australian, who, incidentally, had served during the Great War on the Italian front, was the very antithesis of the popular idea of an intrepid airman. His self-possession was remarkable, and when, at an informal Royal Aero Club dinner after his return to England, he was called upon to speak, he held his hearers spellbound for nearly an hour without a note. He just rattled on, with vivid phrases springing spontaneously from his mind and heart; truly a memorable occasion for all who were privileged to be present.
TO AUSTRALIA IN TEN AND A HALF DAYS. Starting on October 9, 1930, Wing-Commander Charles Kingsford-Smith flew from Heston, near London, to Australia, and landed at Port Darwin in Northern Australia, 10½ days later, setting up a record. He flew alone, in an Avro “Avian” light aeroplane with a 120-h.p. Gipsy II engine. This photograph, taken from one of the machines which escorted him on the last stages of his flight, shows him over Brisbane, the capital of Queensland.
Many big things were afterwards done by Hinkler. He flew non-stop from New York to Jamaica, in October, 1931, on a De Havilland“Puss” Moth — 1,650 miles in 18¼ hours; and he flew the South Atlantic from west to east, also in a “Puss” Moth, actually the first flight across either of the Atlantics in a light aeroplane and the first west to east crossing of the South Atlantic in any aeroplane.
James A. (“Jim”) Mollison was already famous when, in 1932, he essayed the east to west crossing of the Atlantic, flying solo on a light aeroplane — for the “Puss” Moth is generally regarded as a light aeroplane, although it scarcely falls into any of the official light aeroplane categories for record-breaking. In such matters, however, the De Havilland Company, its designers, strike out a line for themselves, and, just as they were the first to break away from the quite arbitrary standards set at Lympne in 1924, and to produce the “Moth”, the first of the famous “Moth” series, so at a later date they were to design the most beautiful light aeroplane of the day, the “Puss” Moth, a high-wing cabin monoplane of remarkably graceful lines.
At the time Jim Mollison flew the North Atlantic from Dublin to New Brunswick, in 30 hours, 40 minutes, there had been only two previous east to west Atlantic flights, not counting those made by way of Greenland. Sir Charles Kingsford-Smith and three companions made one of these flights, and in 1930 there was a flight by the Frenchmen, Costes and Bellonte. But the mere fact that an airman was willing to attempt the east to west flight, by far the more difficult both on account of prevailing wind and of the need to make dead sure of course-keeping, was an impressive testimony to a British aeroplane and its engine.
The “Puss" Moth, with a 120 h.p. Gipsy III engine, and accommodating three people, attains 127 m.p.h. and cruises at 110 m.p.h. Like all aeroplanes of its class, its approach to the aerodrome is on a shallow gradient, but this tendency is overcome by air-braking during the descent, effected by turning the undercarriage struts on their axes so that they present a broad surface to the rush of air.
TOURING CAR OF THE CLOUDS. Comfort, simplicity of control, and ease of housing are salient features of the D.H. “Hornet” Moth. Superseding the famous “Gipsy” Moth, it is essentially a private-owner’s aeroplane. Pilot and passenger sit side by side in a comfortable cabin, which provides an exceptional viewpoint. The “Hornet” Moth cruises at 111 m.p.h. and averages about 19 miles per gallon of fuel. Folding wings, as shown here, allow the machine to be housed in an ordinary garage. The car alongside affords a useful comparison in judging the aeroplane’s size.
The De Havilland Company have produced several remarkably successful “Moths”, both monoplanes and biplanes. The “Leopard” Moth succeeded the “Puss”. The “Tiger” Moth biplane is a trainer used in Great Britain by the Royal Air Force, and in many countries; and in 1935 a notable step was taken by the production of the “Hornet” Moth, a biplane. Quantity production was aimed at, and the sale of many hundreds at £875 each. The “Hornet” is a luxury car, with pilot and passenger seated side-by-side.
The seats are wide and comfortable. Behind them is a locker for luggage. Both occupants have unrestricted outlook in all essential directions. Normal cruising speed, on the power of a Gipsy Major 130 h.p. engine, is in m.p.h. Piloting control is simplified for all essential manoeuvres in the air to movement of the control column, which actuates ailerons and elevators. Landings may even be made without touching the rudder-bar, which is really needed only tor directional control in the take-off and for moving about on the ground, and, unless the rudder is used, forcing the “Hornet” into a spin is almost impossible.
Mr. Edgar W. Percival, pilot-constructor of the “Gull” monoplane, on June 17, 1935, flew from London to Oran, Algeria, and back in a day. He had lunch at Oran, and sold a machine there. On the outward journey the airman averaged 160 m.p.h., and on the homeward flight 156 m.p.h.
The “Gull” is a low-wing cabin monoplane, fitted with a 200 h.p. Gipsy engine, and normally carries three; but for his African flight Mr. Percival installed additional fuel tanks in the passengers’ places. The cost of the journey in fuel and oil was about £10. The pilot wore an ordinary lounge suit and hat, and was unfatigued at the end of the flight.
DAY-TRIPPER TO AFRICA. A striking demonstration of the speed and range of the modern light aeroplane was made on June 17, 1935, when Mr. E. W. Percival flew from England to Algeria and back in a single day in a Percival “Gull”. It is a low-wing cantilever monoplane, and has a top speed of 172 m.p.h.
LIGHT SPRINTER OF SPECTACULAR RACE. The Percival “Mew Gull”, a single-
