1910 Blackpool Aviation Meeting

Held from 28th July to 20th August 1910.

Persons Mentioned in this Article

Thursday, July 28th

The flying carnival at Blackpool opened with, a state of unpreparedness in a measure difficult to account for altogether. The majority of the hangars were, firstly, not ready to receive the machines when they arrived, their construction having been delayed owing to the heavy rain during the two days prior to the opening. Again, difficulties had also been encountered in the transportation of the machines, and this, combined with the unfortunate destruction by fire of A. V. Roe's two triplanes, gave one the impression that very little flying, if any, would take place on the opening day, and so it proved to be.

The daily programme consists of two parts, viz., inspection of the aeroplanes from 10 a.m. to 2 p.m., and competitive flights from 2 p.m. to 8 p.m. The enclosure containing the hangars is separate from the aerodrome, and a charge of 1s. is made for the inspection of the machines. When the public were admitted to this enclosure on the opening day, the only machines on view were three Bleriots, two belonging to Grahame-White and the other to Cecil Grace.

Mr. Grahame-White arrived from Torbay about 12 o'clock, and as two of his Bleriots were assembled, the possibility of a flight increased, but nothing matured, At 2 o'clock the weather, which had been showery and dull with a fairly strong breeze, improved, the sun coming out and giving promise of more settled conditions. Under such auspices the turn stiles admitting to the flying ground were soon busy, and about 5,000 people were on the ground by half-past two. These relieved the tedium of waiting by discussing the aviators, their machines and performances, and the possibility of flights being made.

After waiting until half-past five, the crowd stormed the barriers and rushed across the course into the hangar enclosure to investigate for themselves the reason of their disappointment. After some little trouble and discussion, it was announced by Mr. Harry Delacombe that the entrance money would be returned to those who produced railway tickets, and pass-out tickets admitting those staying in the neighbourhood to the ground on the following day. This closed an incident which at one time seemed likely to end seriously.

In the hangars, mechanics were unloading Chavez's Bleriot, Loraine's Farman and Harding's J.A.P. At 6 p.m. the Farman machine which Grahame-White piloted over the Fleet at Torbay the previous evening arrived on the ground, and, aided by eight assistants, he proceeded to assemble the machine in the presence of those people still waiting hopefully for some flying.

Some time afterwards Grace's machine was wheeled out of the hangar and the engine started up. After running the engine for about ten minutes the machine was taken back again owing to some of the cylinders not firing.

The interest was now centred in Grahame-White, and he was cheered vary heartily when he mounted and started off across the enclosure to the flying ground, with the whole crowd in immediate attendance, Press, police, and people racing behind and at the side of the machine. Entering the flying ground Grahame-White travelled on the ground for about a quarter of a mile and then turned against the wind, rising from the ground almost immediately, to the great gratification of the assembled crowd. The flight started at 7.39 p.m., which left only twenty-one minutes for flight before the end of the official day.

After circling the aerodrome a few times, the aviator steered out into the country over St. Annes. The distant murmur of people cheering, heard on the flying ground, told us all was going well with him. On descending at 8.12 p.m. he was vociferously cheered by the crowd. This flight by Grahame-White is remarkable, inasmuch as the machine was assembled in an hour and three-quarters, and was the same machine which he had piloted over the fleet at Torbay only twenty-eight hours previously. Both the transporting and assembling of the machine in such times are surely records difficult to beat.

It is worth recapitulating the prizes offered for the competition and the conditions attached. Each day two prizes of £100 and £50 are offered for the greatest total time of flying, not less than twenty and fifteen minutes being necessary to qualify for first and second prizes. A daily prize of £50 is offered for the greatest altitude, the minimum height being 200 ft. In addition, a daily prize is offered for the most meritorious performance of the day. For this day's work, Grahame-White got away with the prizes for the greatest totalisation and for general merit.

Friday, July 29th

The weather on Friday was ideal from a holiday-maker's point of view, but the wind was too strong for safe flying. After the fiasco of the previous day, prominent notices had been placed at the turnstiles to the effect that flying would take place if possible, but was not guaranteed, and no money would be returned. In spite of this, a fairly large crowd gathered on the ground.

Late in the afternoon, when the prospects of flying seemed small, the crowd were allowed to inspect the machines and were greatly interested in the motors which were being tested near the hangars. Drexel's passenger-carrying Bleriot and McArdle's Bleriot arrived during the course of the afternoon. Loraine's racing Farman machine was brought out at six o'clock, and the announcement was made that he would make an attempt in half an hour. The wind, however, increased in force, and flight became out of the question, Friday thereby proving a blank day.

Saturday, July 30th

The meeting on Saturday was opened by Loraine, who started off at 3.30 p.m. in a treacherous wind. After making one or two circuits of the course with great difficulty he came down in a field just beyond the flying ground.

He was followed immediately by Grahame-White, who, finding the wind troublesome, came down in the hangar enclosure. Forty minutes later Grahame-White made an attempt for the altitude prize, this being registered by a small recording aneroid barometer. Although the wind was blowing strongly, the aviator went out over St. Annes, and then back again over the aerodrome. After a quarter of an hour's flight, he planed down to the flying ground. On consulting the barometer the height was announced as 1,310 ft., but this was afterwards revised to 825 ft.

Grahame-White was soon out again, this time with his pupil Mr. Gresswell as passenger, and succeeded in making a fine flight, ascending to a height of five or six hundred feet.

In the meantime McArdle had made arrangements to fly on Grahame-White's Bleriot, and announced his intention of going for the height prize. Starting at six o'clock, McArdle rose rapidly, but seemed to be in difficulties with the strong currents of wind, as his circuits took him farther and farther away from the aerodrome, and he finally landed about two miles away. As his position was uncertain, Grahame-White went in search of him and succeeded in locating him, returning with the news that no damage had been done.

Whilst Grahame-White was away, Drexel made an attempt for the height prize on Cecil Grace's Bleriot. His flight was watched with the greatest interest and apprehension, as it was apparent that something was wrong with the machine as soon as he rose. The machine oscillated dangerously, and fears were expressed for the safety of the aviator. After rising to a height of over 600 ft., Drexel came down a little, and then made a sudden vol plane, recovering about 50 ft. from the ground and bringing the machine gracefully to earth. On alighting, Drexel, Grace, and Cheieau, Bleriot's manager, were in consultation on the behaviour of the machine, and found that the bracing wires on the framework were slack, allowing the tail to twist relatively to the main plane. For this exhibition of skill and daring Drexel was rightly awarded the daily merit prize of £100.

Later on in the evening McArdle's Bleriot was wheeled back to the hangar.

Sunday, July 31st.

Although no official programme had been arranged for Sunday, the hangar enclosure was opened for the inspection of the aeroplanes.

Late in the afternoon Grahame-White decided to make a surprise flight, and went off in the direction of Blackpool, along the sands to the Tower, then round over the sea, and back again to the Victoria Pier, alighting on the sands in front of the [[Lancashire Aero Club]], which he entered. Returning a few minutes later, he found his machine surrounded by thousands of enthusiasts, who gave him a very fine reception. Aided by the police, sufficient space was cleared to enable him to rise again, and he returned to the aerodrome none the worse for his novel flight.

Monday, August 1st

Bank Holiday opened gloriously fine with every prospect of a full day's flight, a prospect which events justified. As early as 11 o'clock the well-known Henry Farman machine of Grahame-White was in the aerodrome, and shortly afterwards the aviator set out with the intention of flying to Southport, involving a flight across the Ribble estuary, the distance from town to town being 12 miles. He arrived there safely to the great jubilation of the holiday crowds assembled on the sands, and after spending about an hour in Southport, made the return journey in about 15 minutes, landing in the aerodrome shortly after 1 o'clock.

Meanwhile there was no lack of interest in the aerodrome. Gresswell, a pupil of Grahame-White, came out on the "Bluebird," a cross-Channel type of Bleriot, with the fabric painted blue, and fitted with a three-cylinder Anzani engine. After amusing the assembled spectators with ground manoeuvres and several hops, he essayed a more serious attempt, when, in getting up speed, his steering proved faulty, one of the wheels buckling, with the result that the "Blue-bird" came down on one wing with disastrous effect.

The pilot was in no way the worse for his accident, and managed to preserve the calm so necessary for the successful aviator. McArdle was next out on his Bleriot, flying in a series of undulations, giving one the impression of an invisible switchback. During his flight, which lasted 10 minutes, he ascended to a considerable height, and then, switching off his ignition, began a vol plane. When nearing the ground, however, McArdle apparently warped the wrong wing, with the result that he buckled the left wheel and suspension fork, besides damaging the framework carrying the motor, the wings, and smashing the propeller.

The announcement was now made that Drexel would take Grace as a passenger and fly round the Blackpool Tower in the two-seated Bleriot which Drexel purchased from Morane at the close of the recent Bournemouth meeting. In conveying the machine across the hangar enclosure one of the tyres burst, and the flight was postponed, being finally abandoned.

By this time the news of the fine flying had become known all over the town, and huge crowds entered the aerodrome in anticipation of further excitement. The sand-hills immediately adjoining the ground were black with people, and quite a hundred thousand people took advantage of the opportunity of witnessing the flying from such advantageous positions.

Chavez made his first appearance with his Bleriot at 2.30 p.m., and rising rapidly, delighted the crowd with a superb and masterly exhibition of airmanship, his machine growing smaller and smaller until the hum of the motor was almost imperceptible. In descending, Chavez made a series of magnificent glides, bringing the machine to earth in a graceful swoop. On referring to the recording barometer, the maximum height registered 1,200 metres, but this did not count for the altitude prize as he was not over the aerodrome. The official height was given as 2,550 ft., quite sufficient to secure him the altitude prize.

After Chavez came Drexel and Grace on the two-seater Bleriot. Drexel proceeded to execute various manoeuvres in the air, turning in a very small circle, but flying very low. It was soon apparent that the engine was not pulling at all well, and after barely clearing the fencing of the enclosure, Drexel brought the machine to earth in a field outside the ground.

Loraine and the racing Farman became visible at 3 p.m., but no start was made until 3.15 p.m., owing to one of the wheel hubs seizing on its spindle. A fresh wheel being substituted, Loraine started, and having made a circuit of the aerodrome went off in the direction of Lytham. Various suggestions were made as to his ultimate goal, but it was not until a quarter past four that he was located, when a telephone message from Liverpool brought the news that he was flying over that city. A few minutes later we heard that he was rounding New Brighton town, and on his way back.

Meanwhile Grace brought out his new Bleriot, and as this was his maiden attempt on the machine his flight was followed with great interest. He rose nicely, and for 8 minutes travelled over the aerodrome and sand-hills, making a most successful landing. Some time later, in making: another attempt, he got into difficulties with the steering, and, veering round suddenly, buckled the wheel, with the result that the aeroplane tilted over on one wing, and the propeller smashed. The cause of the smash was due to Grace's inability to locate the switch, and he was in the unfortunate position of being in charge of a runaway aeroplane.

Chavez now went up for the duration prize, and as is his custom, rose rapidly to about 2,000 ft. flying out over the sea and the neighbouring district.

Whilst Chavez was still flying Grahame-White ascended, and the two aviators made a pretty spectacle. Grahame-White proceeded to qualify for the merit prize by a series of intricate displays, cutting figure eights with ease, certainty, and grace.

Tetard, the Sommer pilot, was next in evidence, making his first flight in splendid style, and creating no little discussion amongst the spectators as to the machine and its pilot. Although roughly built, the machine showed itself to be a very capable flyer. Shortly afterwards Tetard rose again, and attaining an altitude of over 1,000 ft., headed over Blackpool, rounding the Tower and returning to the aerodrome, where he spent some time in steady flying.

Considerable surprise and excitement was caused by the appearance of A. V. Roe with a new triplane, which had been hurriedly built up of such spars as were available. This machine was only put in hand on the Thursday morning previous, and the greatest praise is due to Mr. Roe and his staff for the excellent workmanship embodied in the machine. Roe succeeded in flying four circuits of the course, and then came down, breaking two struts attached to the skid. Owing to tyre troubles only one tyre was fitted, three of the wheels running on the rims, and in landing the machine came down heavily on the skids, breaking the rubber bands supporting the wheels and the two struts. Roe received the congratulations of the other aviators, and was awarded a special merit prize of £50 for his performance.

Meanwhile Grahame-White was busy taking passengers up, the majority being ladies, and the trips lasting about ten minutes each.

Tetard went up again for the duration prize, flying over the surrounding country, but always in sight of the aerodrome.

Just before 7 o'clock a biplane was seen travelling over St. Anne's, and this proved to be the missing Loraine and his Farman. Hearty cheers greeted his landing in the aerodrome. It appears that after leaving New Brighton he had trouble with the lower plane of the tail. The oil from the motor had saturated the fabric, and this bellied upwards, reducing the lift of the tail so much that Loraine decided to come down, and landed on a sandbank at Fairhaven at 5.5 p.m., 6 miles away from the aerodrome. With the aid of Captain Smart and the mechanics the fabric was riveted down again, and the flight resumed at 6.45 p.m. It would be difficult to over-estimate the importance of this cross-country flight, and it must certainly be classed amongst the finest examples of such we have had in this country. As this flight did not count for the duration prize, the petrol tank was filled up again, and Loraine started off round the aerodrome, he and Tetard providing some very pretty flying.

Whilst Loraine and Tetard were in the air, Grahame-White went off with a passenger over Blackpool, circling the Tower en route. Having trouble with his engine he alighted on the North Shore golf links, and, after dropping his passenger there, succeeded in making his way to the aerodrome, flying over the promenade, and arriving back at 8.20 p.m.

Thus ended a day of flying which has seldom been equalled in the history — certainly not in Great Britain — of flight.

The awards were as follows :—

£100 Duration Prize to Tetard, time 1h. 59m. 25s.
£50 Duration Prize to Loraine, time 42m. 56s.
£50 Altitude Prize to Chavez, height 2,550 ft.
£100 Merit Prize to Grahame-White.
£50 Special Merit Prize to A. V. Roe.

The official number for attendance was 24,000.

Tuesday, August 2nd

Tuesday proved wet and windy, with little prospect of flying, although the weather seemed likely to improve at noon. The wind was blowing from 20 to 30 miles per hour, and the aerodrome was deserted. In the hangars the damaged machines were being repaired and the others overhauled.

The wind maintained its strength throughout the afternoon, with every sign of becoming worse.

At 7.30 p.m. Roe brought his triplane out, and made several attempts to get up, but with the exception of one or two long hops nothing resulted.

A few minutes later Grahame-White came into the aerodrome, and, in spite of the fast rising wind, made several circuits of the course. This was the finest exhibition of skill the meeting has yet produced, as the machine rocked and pitched in response to the violent gusts which assailed it. Against the wind progress was extremely slow, the machine lifting itself higher into the air as each gust struck it, whilst with the wind a speed of 70 miles per hour was maintained. With Grahame-White's descent the day's proceedings closed.

Wednesday, August 3rd

The first part of the Blackpool Flying Carnival concluded to-day, the weather being ideal. During the morning Grahame-White's daring flight on the previous evening and the possibility of Loraine's flight to Douglas were eagerly discussed by those more intimately connected with the machines.

The majority of the machines were ready, Grace's Bleriot and Roe's triplane having been refitted. The latter machine was the first to make its appearance on the flying ground about three o'clock, and Roe was announced as a competitor for the duration prize. Some little trouble ensued in getting the engine started, but this was managed, and the machine started along the ground, covering about half the course before lifting. Keeping very low, Roe succeeded in making two circuits, and then came down rather heavily, damaging the axle of a pair of suspension-wheels.

During the meeting Grahame-White has been demonstrating the value of the aeroplane from the military point of view, and it was in connection with this that he made his first flight. England having been invaded by an enemy, a brigade of British infantry was supposed to have been cut off and surrounded at the Club House, necessitating the carrying of dispatches to the headquarters of the Commander-in-Chief of the British forces at Lytham Hall, four miles away. In accordance with the prearranged plan Grahame-White travelled across the ground to the Club House, receiving there the dispatches. Rising rapidly he made a straight course for Lytham Hall and was soon lost to view.

As Grahame-White was leaving, Tetard came out on his Sommer biplane and began circling the aerodrome at a very low altitude.

Grahame-White presently returned and set off again with other dispatches, taking with him a photographer for the purpose of photographing the intervening country.

Some little time afterwards, the Bleriot machine of Chavez was hauled into the aerodrome, and it was taken for granted by the crowd that Chavez was going for the Altitude Prize. Such proved to be the case, and speculation became rife as to the height he would attain. Carrying the sealed barograph suspended from his neck, Chavez gave the signal for his mechanics to let go, and making a short get-off rose rapidly above the aerodrome, flying in wide circles. It was soon obvious that his previous altitude of 2,550 ft. which he made on Monday would be beaten, and after some minutes the possibility of the world's record being broken was mooted. Rising steadily he reached his highest point in about a quarter of an hour, and then began to descend. His descent was a far finer spectacle than his ascent, consisting of a series of magnificent vols plane, the machine diving downwards at an angle of 40 to 50 degrees. He reached the ground after a flight of 24 minutes, complaining of the cold he had experienced, and also mentioning the difficulty he had in locating the aerodrome from above. The barograph recorded l,800 metres, and after correction the height was given as 5,887.5 ft., thus breaking the record with the exception of Brookins' Atlantic City flight of 6,175 ft and superseding Tyck's made on Bank Holiday at Brussels. Chayez had to repeatedly acknowledge the applause of the crowd on passing out of the aerodrome.

Drexel, on the Bleriot two-seater, followed Chavez, being announced as entering for the Altitude Prize, but was evidently deterred on hearing the height Chavez had attained. Instead of going for the Altitude Prize Drexel gave a magnificent exhibition of flying, handling his machine with consummate ease and grace, carrying out a series of evolutions to the delight and admiration of the spectators.

Loraine's Henry Farman machine was wheeled into the aerodrome whilst Drexel was flying, but trouble with the tail caused the aviator to come down after a very short flight.

Having finished the dispatch carrying, Grahame-White turned out for the Duration Prize, flying well within the limits of the aerodrome.

As Grahame-White finished, Drexel again went up, and it was evident that the Duration Prizes would be won by these two. About five o'clock Roe, who had made two attempts previously, started again and succeeded in getting off the ground much quicker than before. In turning at one of the mark towers, however, he was caught by the wind and headed straight for the mark tower. To avoid it he brought the machine down suddenly on its nose, breaking several struts, the propeller, and one section of the planes. Roe himself seemed none the worse for the sudden descent.

After more flying by Grahame-White and Drexel, Grace came out just after 6 o'clock for a trial spin. He got off the ground in fine style, but as soon as he rose began to turn, just clearing the Club- House, the machine having a definite list. Clearing the buildings, he made another circuit, and then began to descend, switching off his engine, but the list became so great that he started the engine again when near the ground, coming down heavily on one wheel, which buckled, then lifting again, and finishing by coming over on the buckled wheel, breaking the landing-chassis, propeller, and one wing, but escaping injury to himself. Grace stated that the unusual behaviour of the machine was caused by the faulty adjustment of the two halves of the main plane.

About 7 o'clock rain began to fall and the wind freshened, the people making their way homewards. At this time Grahame-White had been in the air 1h. 44m. 44s., whilst Drexel's time was 1h. 31m. 46s. The difference was so little that Drexel came out at 7.39 p m. to make sure of the first prize, and began flying round the ground.

Grahame-White was not to be beaten, and four minutes later he had his machine back again in the aerodrome, going up after Drexel.

A few minutes before 8 o'clock Tetard also came out, and three machines were in the air together. When the day closed at 8 p.m. both Grahame-White and Drexel were still flying, their times being 2h. 3m. 24s. and 1h. 54m. 26s. respectively. The awards for the day were as follows:—

£100 duration prize to Grahame-White ... Time, 2h. 3m. 24s.
£50 duration prize to Drexel ... Time, 1h. 54m. 26s.
£50 altitude prize to Chavez ... Height, 5,887.5 ft.
£100 merit prize to Chavez for his British record high flight.

The total prizes gained during the week's meeting are:—

Mr. Grahame-White ... £650
M.Chavez ... £225
Mr. Drexel ... £175
Mr. Loraine ... £75
Mr. Roe ... £50

In addition, Mr. Grahame-White won the cup offered by the Daily Telegraph, M. Chavez the cup given by the Lancashire Aero Club, while a special cup, given by the Lancashire Aero Club, was awarded to Mr. Drexel. The special merit prize of £50 awarded to Mr. Roe was given by Sir Peter Walker.

Thursday, August 4th

From the 4th until to-day (Saturday), exhibition nights have been given by Grahame-White, who has been specially engaged at a fee of £2,000.

In addition M. Tetard was engaged to give flights. To encourage attendance at the aerodrome each spectator obtains a numbered ticket on passing through the turnstile, which he retains. During the evening numbers are posted up round the ground, and the persons having tickets so numbered become entitled to a flight with Grahame-White or Tetard. The proportion of flight tickets given is about one to five hundred persons.

On Thursday afternoon, although the wind was troublesome, Grahame-White and Tetard made several flights, both with and without passengers, from four o'clock to eight o'clock.

The greatest interest was aroused by Harding's attempt for his pilot's certificate on the J.A.P. monoplane, Harding's position was rather singular. He put in the necessary qualifying flights for his certificate, and forwarded to the Aero Club de France the customary application for the certificate, Owing to some blundering this was not granted to him, and as a consequence he was not allowed to fly in the aerodrome whilst flights were in progress. I am given to understand, however, that the granting of his certificate is now under consideration by the Aero Club of France. Harding, after some trial spins, started out for 3 laps of the course as his first qualifying flight, but had to come down after completing 2.5 laps owing to engine troubles.

August 5th and 6th

Friday and Saturday were blank days as regards flight, the small number of people who attended having to be content with the inspection of the machines in the hangars.

The Blackburn monoplane which arrived on Thursday became the centre of interest. It resembles an Antoinette in general outline, but differing greatly in control and details.

Sunday, August 7th

Sunday witnessed some very fine flying by Tetard, who twice made flights over the town, rounding the Tower en route and coming back over the sands. In the aerodrome Tetard gave some passenger carrying exhibitions, whilst Roe and Harding put in some short flights.

Monday, August 8th

The weather on Monday was ideal for flying, and the attendance fairly good when Roe turned out about three o'clock. He had a new propeller fitted with a larger diameter and a smaller pitch, and got off the ground very rapidly, flying two or three laps before bringing the machine to earth again. A minute or two later he was off again with one of his assistants as passenger, but only succeeded in flying half a lap.

Tetard was next out, and flew several laps at a low altitude. In fact, one of the features of the meeting has been the low flying put up by Tetard, and Harding succeeded in doing two rounds in fine style.

Until six o'clock Roe and Tetard shared the flying, but at that time Grahame-White's machine was brought out, having been reassembled after his trip to Newcastle. In crossing the hangar enclosure a curious incident occurred. A small stone being thrown up by one of the wheels, and catching the propeller, broke a piece almost a foot long off the edge. This necessitated taking the machine back to the hangar.

A quarter of an hour later Grahame-White came out on the British built Henry Farman machine, and began flying in wide circles round the aerodrome, and after more flying by Tetard and Grahame-White the day's flying ended.

Tuesday, August 9th

Tuesday was a glorious day, but with the anemometer registering over 20 miles per hour at 3 o'clock, flying seemed doubtful. Just before 4 o'clock, however, Grahame-White created a diversion by flying over the fences into the aerodrome, having risen in the enclosure hangar. The wind was still strong, and after flying for 10 minutes he descended.

Roe was next in evidence with a series of short flights, followed by Tetard, who also found the wind troublesome and was not up long.

Grahame-White then gave another short exhibition, and after he came down the entertainment was provided entirely by Roe during the rest of the afternoon with a series of short passenger-carrying flights. In making a solo flight just after 6 o'clock, Roe came down the centre of the aerodrome with the wind at his back, flying rather low and fast. In attempting to turn against the wind, one pair of wheels struck the ground in a very bad patch, with the result that the machine turned completely over on to its back.

The wind having dropped, Grahame-White and Tetard occupied the evening with passenger-carrying flights, executing various manoeuvres and vol plane's to the great delight of the crowd numbering about 5,000.

Wednesday, August 10th

Wednesday was remarkable for the magnificent effort made by Loraine, in flying to Cemlyn in Anglesey, with one stop at Rhos, near Llandudno. It was generally understood that Loraine was only waiting for favourable weather in order to put in some long distance flying, the opinion being held that he would probably try to reach some point on the Welsh coast, since he had abandoned the idea of flying to Douglas. His mechanics were very busy on Tuesday overhauling the machine and dismantling the engine. A start was made at 6.30 a.m. on Wednesday, just as the sun was breaking through the mist, and after making a circuit of the aerodrome to test the working of the motor, Loraine left in the direction of Liverpool, followed post haste by a car containing his mechanics and spares. Nothing further was heard of him until just before noon, when news came through that he had reached Rhos safely in time for breakfast.

This was not to be the only cross-country flight, however, as Grahame-White came out at 10.50 a.m. with the intention of making a trip to Morecambe. He journeyed round the back of Blackpool, and then struck the coast, keeping at a height of about 1,000 ft., and making his first descent near Fleetwood Barracks. Staying here only a few minutes, he made off for Morecambe, and, skirting that town, crossed the Bay to Barrow, alighting near the dirigible shed there at noon. After a rest of ten minutes, the return journey was commenced, and the aerodrome reached without mishap at 12.50 p.m. This flight counts for the £1,000 prize offered by the Daily Mail for the greatest aggregate distance flown across country, the competition closing on Sunday, August 14th. The knowledge that Paulhan is making every effort to capture this prize has caused Grahame-White to increase his total on every possible occasion, and his final success in this competition would be most acceptable to his host of admirers and to the whole English-speaking race.

In the afternoon nothing was done until half-past four, when Giahame-White came out for about ten minutes. A few minutes later he was up again, with a passenger, and as he finished Tetard commenced, and was up for a quarter of an hour.

Until 6.30 p.m. only Grahame-White and Tetard gave exhibitions, but at that time Harding came out on the J. A. P. monoplane, and succeeded in flying three laps very prettily. Some time later he duplicated this performance.

Thursday, August 11th

The outstanding feature of Thursday's flying was the early morning journey to New Brighton which Grahame-White made. Leaving the aerodrome at 6.45 a.m., he went off in the direction of St. Anne's; trouble caused by the breaking of the counter-balance of one of the valves necessitated his descent at that place, a telephone message bringing aid in the shape of his assistants. The repair prevented his departure until 9.45 a.m., and he reached New Brighton a few minutes before 11 o'clock, landing in the grounds of the Tower. The return journey occupied only 27 mins., and as the distance is 24 miles direct, this meant very fast travelling.

Nothing of note occurred during the afternoon, the usual exhibition flights being carried out successfully.

Friday, August 12th

Friday opened wet and blustering, with little prospects of flying. The rain ceased about noon, but the wind was still blowing over 30 miles per hour and showed no signs of abating, so that Friday was a blank day, no flying at all being done.

Saturday, August 13th

With only two days left before the close of the competition for the Daily Mail prize, Grahame-White set himself the task of flying 100 miles each day, and on Saturday morning succeeded in making flights to New Brighton and Morecambe, adding 110 miles to his total.

The afternoon was ideal for flying, and exhibitions were given during the course of the afternoon by all the aviators. Roe, whose ankle has not recovered from the accident on Tuesday, and who has to use a bicycle to get about, made several flights, his success being deservedly popular.

Harding also put in a flight of four laps, coming down owing to the customary engine troubles. The most interesting feature of the afternoon was the exhibition of bomb-throwing given by Grahame-White. The outline of a battleship 400 ft. long and 80 ft. beam had been whitewashed on the ground in lines about 2 ft. wide. Bombs, consisting of paper bags holding about a pound of flour, were made up and supplied to the aviator. Rising to a height of 200 to 300 ft. the first bomb was thrown, missing the battleship by a few yards. The next two shots, however, were both successful. After coming down to see the results, he took in a fresh supply of ammunition, and then rose rapidly to a height of 1,000 or 1,200 ft. From this altitude he succeeded in hitting the target with each of the three shots, making excellent practice.

After some passenger carrying flights by Tetard and Grahame-White, the latter set off again at 6.30 p.m. in the direction of Liverpool, in order to further increase his aggregate. His destination proved to be New Brighton, and the trip was without incident. New Brighton seems to be a popular spot with Grahame-White, as it welcomed him no less than three times on Sunday, twice in the morning and once in the afternoon.

Steady flying was the order of the day in the aerodrome, Tetard, Roe and Harding all contributing.

Competitive Flights, August 15th to August 30th

For the concluding week of the meeting, a strong programme had been arranged, including the majority of the competitors from Lanark. Several of these, including Champel, Chavez and Kuller, were unable to appear owing to accidents to their machines. The actual entries are as follow: —

Grahame-White ... Biplane ... H. Farman ... 50hp Gnome
Grahame-White ... Biplane ... H. Farman ... 50hp Gnome
Cattaneo ... Monoplane ... Bleriot ... 50hp Gnome
Drexel ... Monoplane ... Bleriot ... 50hp Gnome
Grace ... Monoplane ... Bleriot ... 50hp Gnome
McArdle ... Monoplane ... Bleriot ... 50hp Gnome
Radley ... Monoplane ... Bleriot ... 50hp Gnome
Roe ... Triplane ... Avro ... 35hp Green
Tetard ... Biplane ... Sommer ... 50hp Gnome
Harding ... Monoplane ... J.A.P. ... 35hp J.A.P.
Blackburn ... Monoplane ... Blackburn ... 35hp Isaacson
Lumb ... Monoplane ... Lumb ... -hp J.A.P.

With the exception of Cattaneo's, all the machines were on the ground on the opening day, although several were not ready for flight.

The prize list and programme of events is totally different to that arranged for the first week, and the following competitions are open:—

Longest Distance.— Daily prizes of £50 and £20, with grand aggregate prizes of £150 and £50 at conclusion of meeting.
Time in the Air.— Prizes same as in above.
Speed (5 laps).— Daily prizes of £20 and £10.
Altitude.— Daily prize of £50. A prize of £100 will be awarded at the conclusion of the meeting to the competitor making the highest individual flight.
Starting Competition.— Prizes of £20 and £10.
Bomb-Dropping Competition.— Prizes of £20 and £10.

Altogether the prize money amounts to £2,000, and variety has been introduced as far as is possible. Of the competitions, the first four are daily, whilst the starting and bomb-dropping competitions are taken on alternate days throughout the week.

Monday, August 15th

The weather on Monday was such as Blackpool is prone to, brilliant sunshine being tempered by a strong breeze which precluded the possibility of flying taking place.

About 4 o'clock the wind seemed to be dying down, and the crowd began to cross over from the hangar enclosure to the aviation ground in anticipation of flights commencing. It was 5 p.m. when Grahame-White appeared, and the anemometer was registering 29 m.p.h. with gusts up to 35 m.p.h. as he set off. The flight, although brief, was magnificent in its conception and daring, the machine, buffeted by the wind, rocking and swaying like a piece of paper. After flying one-and-a-half laps, Grahame-White descended to the great relief of everybody.

Immediately afterwards he announced his intention of going for the "get-off" competition, but some delay ensued in obtaining the necessary measuring tapes, and the start did not take place until 5-40 p.m.

In this competition the aviator must fly at least 100 yds. after getting off, and is allowed two attempts. Facing the wind, Grahame-White got off in 24 ft. 7 ins. and 26 ft. 2 ins. for his two official attempts. In attempting to put up a record for this after his official attempts, he succeeded in getting off at 20 ft. 9 ins.

Roe was the only other competitor to put in an appearance, getting on to the starting line at 7 o'clock. His attempts were both abortive, the first owing to his not rising, and the second because he did not fly the necessary 100 yds. In this latter attempt he rose after travelling 83 ft. 6 ins.

Grahame-White was out again at 7.30 p.m., but did not manage to better his previous figures, and with this the day's flying ended.

Tuesday, August 16th

The gale of the previous day had abated to a great extent, and as a consequence a large crowd assembled on the aerodrome with every expectation of a good day's flying.

Drexel on the two-seated Bleriot and Roe arrived simultaneously on the ground at 3.15 p.m., Roe getting off first for a short flight up and down the ground and then coming down. Drexel, who had entered for the duration and distance prizes, followed immediately after Roe, and rising prettily, began to reel off lap after lap with his accustomed skill, although it was apparent from the behaviour of the machine that the wind was inclined to be gusty and troublesome, and along one section of the course he travelled crab-fashion, with the centre line of the machine oblique to the line of travel.

Cattaneo's machine was next in the aerodrome, but the famous aviator showed no sign of starting.

Drexel came down at 3.35 p.m., his official time being 19m. 23.6s, and the distance 10 miles.

Grahame-White was in evidence a few minutes before 4 o'clock, rising immediately and flying low round the aerodrome. The wind was still tricky, the machine needing careful handling, and Grahame-White came down at 4.23 p.m.

Ten minutes later Cattaneo was off, making a splendid start and rising rapidly. Flying very steadily at a height of about 200 ft., he gave a very graceful exhibition of flying, vol planing after a flight lasting 10 mins.

Roe was next up, making a short passenger flight, and then Grace's Bleriot was wheeled into the aerodrome.

Tetard followed Grace, going for the duration prize, and making a flight of 37 mins.

Grace started a few minutes after Tetard, and his essay was watched with great interest, owing to his previous ill luck with this machine. He rose easily, however, and began to rise rapidly, reaching a height of about 700 ft., at which altitude he was evidently trying the machine, making glides and manoeuvring the machine easily.

When Roe went off a little later there were three machines in the air, singularly enough a monoplane, a biplane and a triplane. Roe's flight, although comprising only two laps, was heartily applauded.

As Roe landed, McArdle rose and proceeded to tear round the course at a great speed, swinging wide at the pylons, but keeping remarkably low. A very pretty spectacle was made by the three machines flying at different altitudes, Grace being highest and Tetard lowest. Grace made a successful landing at 5.41 p.m., after flying for 34 mins., 3 mins. less than Tetard, who came down at 5.37 p.m. McArdle landed at 5.44 p.m., just as Cattaneo set off, rising so rapidly as to give the idea of the machine sitting on its tail.

Four minutes afterwards Drexel's Bleriot was brought into the aerodrome, and thus made the eighth machine to be seen, an unusual spectacle as far as Blackpool is concerned, and one appreciated by the crowd.

Cattaneo, who had reached an altitude of considerably over 1,000 ft., treated the spectators to a brilliant vol plane, switching on his engine when about 30 ft. high.

Grahame-White, with a passenger, and Drexel set off simultaneously at 6 o'clock, but were not in the air for more than a few minutes. Grace was next out for the altitude prize at 6.6 p.m., followed by Grahame-White, who was carrying a passenger. After reaching an altitude of 800 ft., Grace found the wind too variable and gave up his attempt for the altitude prize.

At 6.30 p.m. the speed competition started, there being only two entries, McArdle and Cattaneo, the distance being three laps. McArdle went off first, only one competitor being allowed in the air. The wind by this time had freshened and as the course is only one mile round fast times were not expected. McArdle succeeded in doing three laps in 3m. 36.6s., whilst Cattaneo's time was 3m. 36s.

At 7 o'clock the bomb dropping competition was commenced, Roe, Grahame-White and Tetard entering. Roe started first, but kept very low, and in making a turn to come down in the centre of the aerodrome his wing touched ground, bringing the machine over on its side, but doing little damage. Each aviator had three bombs to throw, and Grahame-White ran out winner, showing considerable ability in hitting the target.

This competition ended the official flights, but the resurrected "Blue Bird," belonging to Mr. Grahame-White, came on to the ground with Mr. Gresswell up. Before starting off, however, Radley made an attempt to fly with the machine, without any success. Afterwards Grahame-White succeeded in rising off the ground, covering a few hundred yards at a height of 4 or 5 ft. The day's awards are as follows:—

Duration.— Grahame-White, £50, 51m. 18s.; Grace, £20, 34m. 6.6s.
Distance.— Tetard, £50, 17 miles; McArdle, £20, 16 miles.
Speed.— Cattaneo, £10, 3 miles, 3m, 36s. (50 m.p.h.); McArdle, £10, 3 miles, 3 mins. 36.6s. (49.86 m.p.h.).
Altitude.— Grace, £50, height 1,270 ft.
Bomb Dropping.— Grahame-White, £20; Tetard, £10.

Wednesday, August 17th

If the elements had conspired together to prevent any flying at Blackpool, they could hardly have been more successful, since the total flying on the last four days of the meeting occupied less than half-an-hour, and this was contributed entirely by Mr. Grahame- White.

After the successful flights on Tuesday, there was a fairly large attendance on Wednesday, in spite of the fact that the anemometer was registering in the neighbourhood of 30 miles an hour just after two o'clock. The people, however, occupied themselves with the inspection of the machines in the hangars, a large section of them watching the erection of the Henry Farman racing machine belonging to Gibbs, which had arrived on the previous day.

The captive balloon which was kept half inflated in the hangar enclosure also came in for a good deal of interest and comment, as did Roe's triplane, which was undergoing repairs. As the afternoon drew on a short shower dispersed a lot of the people, but many stayed to the close in the hope of seeing some flying.

Thursday, August 18th

Thursday morning was a distinct improvement as regards weather, although the wind was rather troublesome. In the aerodrome Mr. Grahame-White brought out his English-built Henry Farman machine with the intention of carrying out some experiments on the suitability of an aeroplane as a mail carrier. The mails, consisting of several thousand postcards, were carried in a bag labelled "Aeroplane Mail," which was strapped on the machine behind the aviator's seat. Previous to this, the machine had been modified by bringing the tail about 6 ft. nearer the main planes, and when Grahame-White set off along the aerodrome it was apparent that the alteration left something to be desired in the adjustment of the machine, and after a short and exciting flight the machine was wheeled back to the hangar for attention.

Just before noon, Roe's triplane came out with one of his pupils, Mr. Pixton, in charge. Mr. Pixton succeeded in making several long hops, but owing to the wind he did not attempt to do anything further — a very wise step.

About two o'clock the weather, which had been very threatening, took a decided step for the worse, and heavy rain commenced to fall, driving the people to seek shelter in the spare hangars. The rain fell without ceasing during the rest of the day, and no attempt at flight was made.

Friday, August 19th

Thursday's rain was followed by a severe gale, and the hangars were in a sad state on Friday morning. Many of them were roofless, the wind having torn off the waterproofing, leaving the aeroplanes in a precarious condition. Luckily, no damage was done to the machines, and haste was made to transfer them as quickly as possible to those hangars which still possessed a roof.

As a consequence, the hangar of Mr. Lumb, a local aviator, which is a permanency, contained no fewer than four machines. The captive balloon, which had only ascended once, on a trial spin late on Tuesday afternoon, was damaged, the envelope being slit open, whilst a large refreshment tent collapsed, with disastrous results to its contents.

During the afternoon most of the machines were partially dismantled, the two biplanes of Grahame-White and Tetard only being intact. With the anemometer ranging from thirty to sixty miles per hour, flying was hopeless, and the prospects of flying on Saturday were very remote.

Saturday, August 20th

Saturday opened dull and gusty, but the sun broke out just after two o'clock, and the weather conditions became much better.

In spite of previous disappointments there was a good attendance at the aerodrome when Grahame-White came out at 3.30 p.m. on the English-built Henry Farman machine, with the intention of taking mails to Southport. To test the machine he made two circuits of the course, his flight being unsteady owing to the treacherous wind. On alighting, the machine underwent further adjustments, the relative angle between the tail aileron and the elevator being altered. Grahame-White was up again at five o'clock, but again found the wind too strong for his journey to Southport.

At this time the Bleriot machines of Drexel and McArdle were being rapidly assembled in preparation for flights, but as the velocity of the wind began to increase the chances of these machines coming out were problematical. At a quarter past six Grahame-White was seen coming across the ground and announced that he was going for the duration prize of £50, which requires a minimum time of twenty minutes flying. With the aid of one of his assistants and several bystanders, he succeeded in getting off, and as the wind was now very strong, his career was followed with the closest attention.

During the Blackpool meeting Grahame-White has given several exhibitions of flying in high winds, and in this, the last flight of the meeting, he put up a magnificent performance. As soon as the news that Grahame-White was flying became known in the hangars, there was a rush to the aerodrome and, scattered here and there in small groups, the aviators and mechanics discussed the flight, showing the greatest apprehension for the safety of the aviator. Handicapped by the readjustments made in the machine itself and in the grip of the relentless wind, his flight was a revelation of the possibilities of the aeroplane in the hands of a skillful pilot. Many times during this flight disaster seemed imminent, only to be averted in the nick of time, the machine oscillating violently with rapid changes of altitude as it met the gusts. Grahame-White came down after about 17 mins. flight, and for his fine work was awarded the Duration Prize, receiving the heartiest congratulations on his grand effort. The strain on his arm had been so great that he suffered from severe cramp, and some little time elapsed before he recovered. This flight secured the daily and weekly prizes for longest time in the air and longest distance flown, amounting in all to £400, for Grahame-White.

The prize list for the week, other than those previously announced, is as follows:—

Daily Prize for Longest Time in the Air.— Grahame-White, £50, 28m. 25.4s.
Daily Prize for Longest Distance.— Grahame-White, £50, 11 miles.
Weekly Prize for Longest Distance.— Grahame-White, £150, 26 miles; Tetard, £50, 17 miles.
Weekly Prize for Longest Time in the Air.— Grahame-White, £150, 1 hour 19 mins. 44.2s.; Grace, £50, 53 mins. 41.6s.
Weekly Prize for Altitude.— Grace, £100, height 1,270 ft.

As a result of the week's flying, the prizes awarded are:

Grahame-White, £490
Grace, £220
Tetard, £110
McArdle, £30
Cattaneo, £20

Thus closes the second flying meeting held at Blackpool, and the financial loss is so great that the Lancashire Aero Club are not likely to undertake another meeting. Many things have contributed to this result, the weather being a large factor in preventing the success of the meeting. Lack of support from the municipality, and the thrift of those people who wished to see the flying without paying for the pleasure of doing so, have also handicapped the finances.

Mr. Huntley Walker, who was chiefly responsible for the Carnival being held, estimates the deficiency at about £20,000 — a sum in which Lloyd's are considerably interested in finding.

Incidentally, a striking commentary upon the progress made in flying during the past year was afforded by the fact that the prize of £500 for a flight round the Blackpool Tower was not renewed in connection with the recent meetings.

Mr. Cecil Grace at Blackpool

In our report of the daily doings at Blackpool our representative stated that the little mishap which Mr. Grace had was due to the fact that he could not locate the switch. Mr. Grace, in pointing out that this is an error, writes:—

"I did locate the switch, but it would not work; in fact, I switched off immediately, and finding the engine would not stop, I turned off the petrol. Turning off the petrol does not stop an engine instantly, as it is bound to continue running until it has used up all the petrol in the pipe leading from the cock to the carburettor. I certainly never should attempt to go up in a machine without previously locating the switch, and once having done so I would not be likely to lose my head to the extent of forgetting where it was."

With all of which we thoroughly agree. Our representative regrets that he must have misunderstood what was said by Mr. Grace immediately after his descent.

Sources of information

Flight magazine of 6th, 13th and 20th of August 1910

Grace's Guide To British Industrial History