Miles Aircraft Since 1925

217 Pages·1970·172.58 MB·English

by  Don Lambert Brown

DON L.
DON L.BROWN Miles Aircraft since I925 tells the story ofa
BROWN
company founded by two brothers with the help
ofahandfuloffriendsandenthusiasts.Starting
with a single AVIo S04K giving five shilling
joyrides, they built up an organisation which,
over the next twenty years, built some 7,000
aeroplanes. Throughout this period the whole
~ firm was characterised by enthusiasm and drive
which stemmed initially from F. G. Miles and
~
resulted in a prodigious number ofdesigns
~
and projects, many ofwhich were built but
(../..). tTl some ofwhich never saw the light ofday. One,
for instance, was a contender for the Brabazon I
r:f)
Z
contract for the first civil transport capable of
(') >- operating a regular non-stop service between
London and New York in both directions.
t'I1
~
.... Another was the design ofwhat should have
:::0
been the world's firstsupersonicaeroplane
n
\0 which, when nearing completion, was summarily
tv cancelled.
:::0
~ Owing to the successes in the King's Cup
>-
and other races, the name ofMiles is usually
associated with light aeroplanes, but actually
~
about 6,000ofthe 7,000 aeroplanes built were
~ of700hp or over.
The first chapter, entitled <Shoreham',
describes the early <barnstorming' days when
the little band ofenthusiasts eked out a
precarious existcncc, never doubting for a
moment that they would ultimately succeed in
becoming designers and manufacturers in their
own right. The second chapter, entitled
'Reading', describes the fifteen years during
whichthefirm grewfrom a mere handfulofmen
Miles Aircraft to an organisationwith some 6,000 employees.
Thereafter follows a description, illustrated
by drawings, photographs and tables ofdimen
sions, weights and performance ofevery design
whether built or merely projected, produced
by the firm - nearly 100 in all. Also included
are details ofnumbers ofaircraft built, racing
•
SInce successes, contractor's numbers, civil regis
1925
trations, dates offirst flights and, where known,
the ultimate fate ofindividual aircrafr,
£S·2Sp
R533.678
[105S] NET
HR12M o 370 00127 3 IN U.K. ONLY
MILES AIRCRAFT
SINCE 1925
DON L. BROWN
C.Eng., F.r.Mech.E., M.r.C.£., F.R.Ae.S.
Afamilyoccasion. Takenin1947,thisphotographshowsthefourthsingle-seatMartIet,
G-AAYX,whichfirstflew inSeptember1930incompanywiththepost-warMilesM.65
Gemini. F.G. MileswasflyingtheMartletandaboardtheGeminiwereGeorgeMiles,
Mrs F. G. 'Blossom' Miles, HarryHullandDonL.Brown. (Miles Aircrafl.)
PUTNAM & COMPANY
LONDON
.
CONTENTS
TO MARY
'(
~
Acknowledgements
Foreword VIII
Shoreham lX
I
Reading
21
Southern Martlet
45
Metal Martlet
51
M.1 Satyr
53
M.2 Hawk
56
Pusher Project
62
M.2F Hawk Major
64
M.2G-M.2Y Hawk Major and Hawk Trainer
66
M.2E, L, U Hawk Speed Six
74
M.3A Falcon Major
77
J1.3B-M.3E Falcon Six
¥.4 81
Merlin
87
;:.rvr.5 Sparrowhawk
89
gw.6 Hawcon
~.7 Nighthawk 95
~.8 Peregrine 98
ffi\1.9 Kestrel 102
~.9A 107
Master I and M.24 Master Fighter
M.lO Project 114
120
M.ll Whitney Straight
Early X Projects 121
128
M.12 Mohawk
~Marathon 130
© Don L. Brown 1970 Project
ISBN 0 370 00127 3 M.l3 Hobby 132
133
Nopart0/thisbookmaybephotocopi~d without c:. M.14 Magister(Hawk Trainer Mk. III)
135
writtenpermissionfrom thepublisher M.l5 T.l/37Trainer
Printedand boundinGreat Britain for M.16 Mentor 147
]49
M.17 Monarch
Putnam & Company Limited
..M.18 Trainer 151
9 Bow Street, London, WC2
156
- M.19 Master II and M.27 Master HI
byRichard Clay(TheChaucerPress)Ltd M.20 Fighter 163
Bungay, Suffolk
,Hoopla Project and Autopilot 172
Set in MonotypeTimes M.21 Projects 178
First publishedill 7970 18[
M.22 Fighter Projects
-M.22A [82
...M.23 Fighter Projects 184
• ~ M.23A TECHNOLO·vY 185
186
26 7877
Glider Tug Project . 188 M.76 Durestos Glider Wing 345
M.25 Martinet and M.50 Queen MartInet 189 M.77 Sparrowjet 346
M.28 Communications Aircraft 194 M.100 Student 349
M.29 Project 201 Various Projects 352
M.30 X Minor 202 H.D.Mo105 354
M.32 Glider Project 205 H.DoM.106, 107 and 108 Projects 356
Mo33 Monitor 207 M.l14-M.218 358
M.34 Project 211 Century Project 361
M.35 Libellula 213 Appendix I-Summary ofMiles Types 363
Libellula Heavy Bomber Project 218 Appendix II-Production 364
M.36 Montrose Aircrew Trainer Project 220 Appendix III-Miles Aircraft in Various Races 365
M.37 Martinet Trainer 222 Appendix IV-ExperimentalRegistrationsallotted toMilesAircraft 369
M.38 and MA8 Messenger 224 Appendix V-Miles Aircraft on British Register ofCivil Aircraft 371
M.39 Libellula Bomber Project 236 Appendix VI-Details ofKnown Early Production 375
M.39B Libellula 239 Appendix VII-Whitney Straight Constructor's Numbers and
MAO and MAl Transport Projects 243 Registrations 377
X.9 Project 246
Appendix VIII-MagisterConstructor's Numbers and Registrations 381
MA2, MA3 and MA4 Projects 249 AppendixIX-MessengerConstructor'sNumbersandRegistrations 392
MA5 Trainer Project 252 AppendixX-AerovanConstructor's Numbersand Registrations 400
MA6 Project 252 Appendix XI-Marathon Constructor's Numbers and Registrations 403
MA7 and MA9 Projects 254 Appendix XII-Gemini Constructor's Numbers and Registrations 406
X.ll Project 257 Appendix XIII-MinistrySpecifications 415
X14 Project 264 Index 417
M.51 Minerva Project 266
M.52 Supersonic Project 268
M.53 Trainer Project 279 .. Appendices VII, VIII, IX, Xand XIIareillustrated.
Mo54 Transport Project 282
Mo55 Marlborough Project 284
M.56 Transport Project 286
M.57 Aerovan 289
M.58 Project 298
M.59 Project 299
M.60 Marathon 301
M.61 Freighter Project 308
M.62 Freighter Project 310
M.63 Libellula Mailplane Project 311
M.64-L.R.5 314
M.65 Gemini and M.75 Aries 316
M.66 Project 326
M.67 Transport Project 327
M.68 Boxcar and M.72 Project 329
M.69 Marathon II 333
M.70 Advanced Trainer Project 335
M.71 Merchantman 338
M.73 Project 342
M.74 Project 343
vi
VB
ACKNOWLEDGEMENTS FOREWORD
There are so many to whom the author wants to make grateful ackn.ow Before starting this book, the reader is entitled tosomeassuranceas tothe
ledgement of help in the compilation of this book that they are gIven author's qualifications for writing it.
In the foreword to a booklet published in 1944 Mrs F. G. Miles wrote,
below in alphabetical order.
'D. L. Brown has been associated with the building of Miles aeroplanes
Air-Britain, John A. Bagley, Doug Bianchi, Alan R. Boyle, L. .E.
since the early days at Shoreham, so a better chronicler would be hard to
Bradford, Flight International, Grahame K. Gates, J. Havers, KeIth
find.'
Hills, Michael Hirst, Philip M. Jarrett, J. Meaden, K. Meehan,
More recently, on 7 September, 1968, after reading this story,'
E. Morse, R. J. Parsons, G. A. Rowe, James Hay Stevens and F. G. Miles wrote, 'I am glad to endorse this book. Don Brown is an
F. Underwood. enthusiast-in Greek, en-thousiastes-the god within, who made life for
In particular, two books have provided much invaluable inform~tion, the luckyforever interesting.'
namely:BritishCivilAircraft1919-1959,Vo12, byA. J. Jackson,publIshed The author would only add that, overforty years ago, he was privileged
by Putnam, and British Military Aircraft Serials 1912-1966 by Bruce to be admitted to that small band ofenthusiasts who, under the inspiring
leadership of F. G. Miles, were operating an Avro 504K, giving five
Robertson, published by Ian Allan. . .
Last, but certainly not least, especialthanks aredue to: Mrs Esme.KI~1g shillingjoyrides, always with the ultimate object oflearningto design and
who typed the entire book, W. A. Sherwood who produced the maJonty build aeroplanes. My job was to swing the propeller, take the money,
of the general arrangement drawings and S. E. Porter who made the hang on to the wingtip when taxi-ing and, between flights, to teach
F. G. Miles mathematics. Many years later, when George Miles was
artist's impressions ofthe various projects.
appointed technical director and chief designer of Miles Aircraft Ltd, [
became his personal assistant.
Those who may think that the descriptions of frequent struggles with
bureaucracy are exaggerated should read Sir Frank Whittle's book Jet,
which describes the similar struggles in the early days ofPower Jets Ltd.
I would merely add that these strictures do not apply to civil servants in
general but only to those who sat in offices in London and advised the
Minister on projects submitted by the industry. I have nothing but
admirationfor the magnificent team at RAE Farnborough with whom we
~lways enjoyed the happiestrelations and whose workfor theindustryand
llldeedfor the country was (and still is) invaluable.
This book is written for the enthusiast and describes the work of the
Miles brothers and their team ofenthusiasts.
ix
Vlli
Shorehan1
This is the story of the achievements of two brothers named Miles. It
covers a period ofjustover twenty years and is ofinterestin two respects.
First, it describes how, starting with no knowledge, no money and no
assets other than enthusiasm and determination, they were able to build
up an organization which, at its peak, employed over six thousand men
and women and produced over seven thousand aeroplanes. Second, it
shows how, forty years ago, given abounding courage and determination,
it was possible to achieve What, in the very different conditions oftoday,
would be literally impossible. This is doubly sad in that, although men
likethe Miles brothersare rare, neverthelesseachgenerationdoesproduce
afew and suchmen today are denied the opportunity ofachieving that of
which they are capable; as a result, the country is immeasurably the
poorer.
F. G. Miles and his brother George were the eldestand youngest ofthe
four sons ofF. G. Miles senior, theproprietorofthe StarModelLaundry
at Portslade by Sea, a small town lying on the eastern arm ofShoreham
harbouraboutmidwaybetweenBrightonandShorehambySea. Theother
two brothers were employed in the family business, George was still at
school, but F.G., while devoted to his parents, had always displayed
considerable independence. This first became evident when, at the age of
thirteen, he had decided to leave school and start in business on his own
account. His father was in the army in France (the year was 1916) and
his mother was hard pressed keeping the family business running until his
father's return. Young Miles, always an opportunist, took advantage of
thesituationbyleavingschool. He had managed to saveup afew pounds
and with these he bought an ancient and decrepit motorcycle which he
proceeded to hire out to the lads ofthe village for the sum ofsixpence an
hour. Mostoftheseladshadneverhad the opportunityofridingamotor
cycle and, needless to say, business was brisk. True, none of them had
licences (nor had the motorcycle), but at the age of twelve and thirteen
they could not have obtained a licence, so it was really the fault of the
authorities for fixing such an advanced age as fourteen for the possession
of one! As for insurance, in those carefree days it was not compulsory
and it is unlikely that such a thought even entered their minds.
Acharge ofsixpenceperhourmaysoundmodestenoughevenfor those
days, but an essential part ofthe undertaking was that the hirer paid at
this rate from the time he took delivery of the machine until the time it
Was returned to Miles, irrespective ofwhether it was still going under its
own power orhad to be pushed back. Since the latter was almost invari
ablythecase, theschemewas, to saytheleast,lucrative:infact, so popular
1
At the age of twenty-two, Miles went for a five-shilling joyride and
did it become that before long Miles was able to extend the business by decided that aviation was to be his career. With the help of a friend,
F. Wallis, he evolved the 'design' ofa small biplane known as the Gnat.
the purchase ofa second motorcycle.
After a while, he felt that the time had come for a more ambitious Having completed the few drawings they thought necessary, they started
project, whereupon he purchased an ancient 23 hp Ford Model T van, his construction, using as longerons the ash chassis of a small sports car
intention being to operate a delivery service for various small businesses which Miles had been building. They were helped by Miles' brother
which did not possess their own transport. Operating as a one-man Dennis, by two former school friends and by a one-armed lorry driver.
concern, young Miles spent many weary but profitable months driving Atlength, the airframe ofthe Gnat was practically complete exceptfor
the van and delivering, among other things, laundry baskets. This often covering with fabric. A small two-cylinder engine of698 ccwas bought,
involved carrying heavy loads up long flights ofstairs to flats: moreover, complete with 4 ft diameter airscrew, still in the author's possession,
the evenings had to be spent in servicing and repairing the aged van in which had been used in one of the aeroplanes built for the Lympne
competitions of 1923. Then Miles realized that he had not yet learned
readiness for the morrow's work.
Many youngsters would have been beaten by the sheer physical fatigue to fly. However, his friend knew ofa man named Pashley who, with his
and muscular effort required in this job, but Miles was blessed with good brother, had run a school of flying at Shoreham before the war, after
health and a strong physique and the exertions ofthose early days devel which he had retiredfrom aviationandenteredhis father's business. Full
oped his musclesto thefull. Anexample ofhis physicalstrengthoccurred ofhope, Miles hurried offto London, anxious to meetthispioneeraviator
one day when he got a puncture in one of the front wheels. He had a andinducehim to form a partnership, found a flying schoolandjoyriding
spare wheel, but no jack. Having removed the nuts securing the wheel, concern and, ultimately, to design and build aeroplanes. No doubt Miles
he stopped a passer-by, then taking a firm hold ofthe chassis and bracing had unconsciously formed a mental picture ofwhat he expected Pashley
himselffor the effort, Miles lifted the front ofthe Ford while the helper to look like, but imagine his surprise when he came face to face with a
quickly removed the punctured wheel and substituted the spare. little man not much over five feet in height, wearing a black jacket, pin
Eventually, the inevitable occurred and the aged Ford disintegrated on striped trousers and a bowler hat. However, it appeared that this man
the road. Emerging from the scattered pile of laundry baskets, Miles had learntto fly in 1908, since when he had amassed the astonishing total
started to consider what was to be the next episode in his career. Weary ofsix thousand hours in the air and in addition he owned an Avro S04K
ofthe role ofhired transport, he longed for something more exciting. which was stored at Croydon. Miles' infectious enthusiasm soon per
suadedPashleyto agree to theproposedpartnership, thenecessaryfinance
to beprovided byMiles or, more accurately, by hisfather. Thus the Gnat
Aero Company was founded.
The Avro, G-EATU, was flown from Croydon by Pashley who landed
it on a hill to the north ofSouthwick. It was then dismantledandtrans
ported to the laundry at Portslade, where it was completely stripped and
reconditioned, involving many weeks ofhard work by a gang consisting
of Miles' brothers and friends. When their work was finished an AID
~nspector pe~knife
named Ashdown ripped open the fabric with his to
lllspect the interior, whereupon the floor of the workshop suddenly
collapsed beneath him. As some ofthe work had been done with more
enthusiasm than skill, this timely co-operation on the part of the floor
was not wholly unwelcome. Moreover, this action was symbolic of the
affection and enthusiasm with which Miles was always able to infect his
workmates (apparently both animate and inanimate).
The nextproblemwas to find an aerodrome. Miles remembered having
se~na barn atShoreham,justsouthoftherailway, with SussexAero Club
pal11ted in large white letters on its roof, the sign ofan abortive attempt
some years previously to form a flying club whose promoters had agreed
to buy.the barn and the adjoining dwelling house with a view to using
F. G. Miles' Gnat biplanein an advanced stag~ ofco~structionat the St.ar Laundr~, the adjacent field as their aerodrome. Having rented the barn and the
Portslade,nearBrighton, in 1926. Thefigures III the picture~re, left to fight, Denms
Miles, F. Wallis, F. G. Miles, Ru Hartand CeCilPashley. 3
2
field, Milesapplied to theAir Ministryto licensethefield a~ anaerodrome.
Theirrefusaldid notdeterhimfrom movinginand, accord1l1g1y, G-EATU
was transported from Portslade and erected in t.he barn. . .
Here, the Avro was subjected to the depredatIOns ofvan?us cows ~Ith
whom the firm shared the field. Not content with the avaJlable graz1I1g,
these wretched animals launched attacks upon the barn and its precious
contents. An improvised tarpaulin front to the barn, securel~lashedinto
position each evening, did not prevent the Avro from belllg severely
mauled and eventually heavy barbed wire entanglements had to be made
whose ~onstant removal and replacement proved no little inconvenience
especially when rain-soaked and covered in mud. Nev~rtheless, the Gnat
Aero Company, which from inception had possessed Itttle more than. the
enthusiasm ofits members, could now boast a real aeroplane, a qualt.fied
pilotand even an aerodrome (unlicensed) and a hangar (ofsorts). Thmgs
were beginning to move. . . . . TheGrahame-WhiteBantam, G-EAFL, bought byF. G. Miles. In the background
Before teaching Miles to fly, Pashley decIded.to Pl~t III a.ltttle practice areAvro504KG-EBVL(left)andAvroBabyG-EAUM.
himself but was soon ready to embark upon hIS duties as 1I1structor. In
addition to Miles there were four other pupils learning to fly. Progress White Company and fitted with an 80 hp Le Rhone engine. It was
t~
was slow, owing Pashley's caution-infact, too slow for theimpetuous rumoured that so far no pilot had made a successful landing in it.
Miles who soonreachedthestagewhere, inhis ownopinion, he was ready The question of hangar accommodation now became serious, as the
for solo' but Pashley insisted on further instruction before trusting their capa~ity ofthe ba.rn ~as limited and aeroplanes not weatherproofenough
only aer~plane and the foundation oftheir business.to his inexperienced for dIspersal parklllg111 those days. By a luckycoincidence, a Bessoneaux
hands. This did not suit Miles at all, so one mornmg he got up early, hangar, found at some former film studios in the neighbourhood was
dragged the Avro out ofthe barn, started it and w.ent solo, and next day acquired: so, with the fleet of aged aeroplanes and a second h~ngar
calmly took over the instruction oftwo ofthe pupIls.. things were improving. '
At this time Pashley was paid £3 a week and Mtles drew what he Itwas now 1926, and there was ageneralstrikethroughoutthe country.
needed for current expenses. All running repairs on the aircraft we~e Communications would have been paralysed but for the volunteers who
carried out by the members of the firm and in this way Miles and hIS drove lorries and even locomotives. Newspapers were among the victims,
brother George, who had nowjoinedhim, acquired much knowledge.~nd but the Daily Mail had a brainwave. Remembering that for their Conti
experiencewhichstoodthemingoodsteadintheirlateryears: InaddItion n~ntalreaders theyhadaprintingpressinParis,theyarrangedfor Captain
to the original four pupils, a number ofnewcomers now arnv~d. . n.ls~ore.of Imperi~l Airways to collect a load of newspapers daily for
One day Pashley heard that the Central Aircraft Company 111 KIlbu.rn, dIstnbutlOn t? vanous places in Britain, using a large single-engined
for whom he had worked in 1920, had some aeroplanes for sale. MIles aeroplane. DIsmore would land on the little field at Shoreham to leave a
was delightedatthe possibility ofadding to thefleet ofone and, hu~riedly co?signment there which was immediately driven to Brighton by Miles,
borrowing some money from his father, he and 'Pash' setofffor KIlburn. usmg an aged Calcott car.
They returned triumphantly with two aeroplanes, the Centaurs G:-EABI Meanwhile, Pashley had acquired both a wife and a B licence-the
and G-EALL for whichtheypaid£30apiece. Theyweretwo::SeatbIplanes l~tterbeingnecessary whenflying for hire or reward-and about the only
of somewhat'massive construction, the one being fitted with an Anzani lIcence in the firm.
radial engine and the other with a 70 hp Renault. They were brought to Early in 1926 another field 400 yards long and 200 yards wide was
Shoreham, assembled and flown. found, about a quarter of a mile away to the north of the railway, and
A little later when the Grahame-White Company at Hendon was sold wasleased at thirtyshillings a week. Fornine years this smallfield served
bou~ht
up, Miles two more aeroplanes, as well as a number of engines as an aerodrome until the advent ofthe Municipal Airport in 1935. The
and a quantity oftools and equipment. The aeroplanes ~ere a Grah~me­ Bessoneaux hangar was dismantled, carried piecemeal and erected on the
White Box Kite and the Bantam G-EAFL. The Box KIte was a reltc of new site. The Southern Aero Club was formed and a local brewery
pre-wardays, fittedwitharotary Gnomeengineofanalleged 100hp. The persuaded to subscribe £100 towards the cost of a clubhouse on the
Bantam was a small single-seat biplane built in 1920 by the Grahame- understanding that its product should be exclusively retailed. The name
4 5
...
of the firm was changed and a new limited liability company, known as he was airborne. He hit the ditch and the result was a complete write-off
Southern Aircraft Limited, was formed. for~unatelywithout serious injury to anyone. Pashley sprained an ankle:
It was now early summer, and to gain publicity and to attract prospec whIle Hawes, the ground engineer who was sitting behind Cecil Boucher
tive members Miles decided to hold a flying display. Thisshowhadhardly the ch~b secretary, in the rear cockpit, was thrown forward so violentl;
beenadvertised whenthe authorities began to takecognizanceofthefirm's that hIS teeth became firmly embedded in the back of the latter's neck.
illicit activities and disregard ofregulations. An ultimatum was issued to Perh~ps the best par~ of that crash was the sight of Boucher ruefully
the effect that such operations must cease forthwith, quickly followed by r~lbblt1~the back ofhIS neck while Hawes was feverishly dancing around
a letter announcing a visit of no less a person than the Director of Civil hIm tryll1g to catch the broken dentures which were being scattered in all
Aviation, Sir Sefton Brancker. directions. Apartfrom the funny side, however, the accident was tragedy
Brancker was known to be a man of considerable force of character indeed.
and itseemed evidentthat he was coming down to ensure that his instruc
tions had been obeyed. He had heard that the club was operatingfrom a
small unlicensed field and, before coming himself, he wisely sent one of
his staff with the object of seeing how the land lay. Thus, a few days
before the advertised date of the display, a Bristol Fighter was seen
circling the aerodrome evidently preparing to land. This aircraft weighed
well over a ton and had no brakes. The inevitable happened. Luckily,
the field was bounded by ditches and not walls and so no one was hurt,
but quite obviously the game was up. Little did they know Brancker.
The day ofthe display arrived and, having heard nothingfurther, Miles
decided to go ahead. For one thing he could not let the public down, for
another he felt that even ifit were to be his last activity, he could at least
try and make a success ofit and so repay a little ofthe money lent by his
father: but, above all, he was certainly not going to close down until
Oneofthe GnatAerojoyridingand trainingAvro 504Ks workingfrom the field
literally forced to do so. An hour or two before the display was due to south ofthe railway atShoreham.
start, another Bristol Fighter appeared. Instinctively, Miles started to
make for the place where it would go into the ditch. However, to his With t~eloss ofG-E~TV, the firm's only means ofearning money was
surprise, the aircraft was broughtin very slowly to make a perfectlanding gone. MIles went to hIS father and placed the facts before him and once
andoutsteppedthedapperSirSefton,completewithmonocle. Convinced more he came to the rescue with a cheque for £300. Armed with this,
that his fate was sealed, Miles invited him into the clubhouse and Miles hurried offto Brooklands, bought a new Avro, G-EBJE,*andflew
offered him a beer. This he accepted, remarking briskly, 'So this is the back in triumph. This machine had previously belonged to John Cobb
Headquarters ofthe Independent Air Force?' He then took a brisk look the famous racing motorist. '
round the makeshift workshop and equipment and said, 'No licences, no It was now evident that ifthe firm was to avoid the risk oflosing their
certificates of airworthiness and no proper inspection, eh?' Humbly ?nly means ofrevenue, a second aircraft must be obtained, which would
Miles told him ofthe difficulties, ofhis determination to overcome them ~ In any case be necessary ifearnings were to be continued during periods
and ofhis hopes for the future-hopes which in those surroundings must ofoverhaul. Fortunatelyanothersalewasbeingheld, this timeatHamble,
have seemed pretty forlorn. The great man pondered for a moment and Where the Avro factory was being disbanded, and a stroke offortune for
prepared to go. Miles awaited the final blow. It came in these words, the small and struggling firm. The purchases included a number of air
'Really, you chaps, you know this sort ofthingmustn'tgo on indefinitely, frames and some halfdozen rotary engines, obtainedfor less than £100in
I
although I admit that you are certainly not flying for much reward.' all, and the firm's equipment assured for several years to come.
That remark was characteristic of Brancker, but would any Milister No time was lost in starting the construction ofanother Avro. It was
oftoday display such courage? During the next four years until the time found that the timber in the airframes was rotten, having been lying in a
ofhis tragic loss in the airship R.lOl, Sir Sefton was to become a friend hang~r at Hamble for many years, but the metal fittings were serviceable
and benefactor not only ofMiles, but ofcivil aviation in general. and It was ~ot I~ng before a new Avro appeared-it was registered
About this time the firm met its first real misfortune in the loss of its G-EAJV. WIth thIS second machine it was possible to keep one Avro at
one and only Avro. Pashley was taking off when the engine cut just as
'" Still in existenceand destined for the Royal Air Force Museum, Hendon.
6 7
n
enable him legitimately to continue carrying fare-paying passengers and
pupils. Having completed the then prescribed 30 hours' flying, Miles set
out in the Avro to do the 200 miles cross-country which formed one of
the tests. At the time the Avro's I10 hp Le RhOne engine was being
overhauled and the Bantam's 80 hp engine was fitted in its place. With
this engine the Avro had a cruising speed of 55 mph. On the day ofthe
test, a strongish wind was blowing, and after several stops for refuelling,
it soon became evident to Miles that he would be unable to complete the
course beforenightfall. However, hecarriedondoggedly and wasactually
on his way back to Shoreham when darkness fell, but not far from Ports
mouth he landed in a field, slept under a haystack and completed his
flight early next morning.
Thegrowing Milesconcern-twoAvro504KsatShoreham,withF. G. Miles Miles accomplished his cross-country by night without incident, despite
(secondfrom left) and CecilPashley(secondfrom right).
his then very limited experience. The start was made from Croydon,
where the control officer on duty was Jimmy Jeffs who 20 years later
Shoreham for joyriding and instructional purposes and to send the other
became Divisional Air Traffic Control Officer, London Division, and
fu.rther afield. The arrangement was that Miles should stop at Shoreham
following the airway beacons to Lympne, Miles landed there and returned
with G-EAJU and carryon with instruction and with such joyriding as
to Shoreham next day.
turned up, while Pashley would take G-EBJE to start outside joyriding,
The Hamble purchases had included G-EAUM, the Avro Baby in
the first place chosen being Wannock Glen near Eastbourne.
which Bert Hinkler had flown nonstop to Turin some years previously.
With this additional revenue it was possible to give both Pashley and
Miles decided to modernize this aircraft byfitting it with a 60 hp Cirrus I
Hawes a percentage ofthe takings in the form ofcommission in addition
engine. This was his first real attempt at design and he had not yet learnt
to their basic £3 a week. On days when business was good, Pashley
the meaning or necessity of the term centre of gravity! The result was
would continue joyriding until dusk, returning to Shoreham late in the
thattheposition ofthe enginewas determined by eye and the longitudinal
evening, so late on some occasions that it became necessary to provide
trim(orrather,thelackofit)wouldhardlyhavebeenacceptablebymodern
flares to enable him to land, produced by the simple expedient ofhaving
standards. However, the aircraft flew well, since it now had an engine of
t?ree people, each armed with a two-gallon can of petrol, standing in a
60 hp which weighed no more than its original 35 hp Green engine and
hne across the aerodrome. As soon as the engine of the approaching
radiator.
Avro was heard, each person would pour a little petrol on the grass and
The aircraft broughtfrom Hamble had also included an Avro Triplane,
throw a lighted match into it; it was then only necessary to feed the fire
wit~ petrol from the can until the aircraft had landed. It is eloquent
testimony to Pashley's skill that, small as the field was and with only the
three little fires to guide him, he never once failed to land successfully at
thefirst attempt. One appreciated this evenmore whenflying as Pashley's
passenger because, when approaching to land, the three flares appeared
extremely small and gave little indication ofone's height.
.The 'fireman's' job was no sinecure either since, when feeding the fire
With petrol, the flames would often ignite the stream and run back into
the can. The correct technique to avoid this unpleasant phenomenon was
to feed the fi~e b~ t?rowing the petrol on to it in a series ofswings rather /
than by pounng It III a steady stream. Remember too that the Avro had
no brakes and that a swing, once started, was difficult to check. In fact
it required quite an effort ofwill to stand one's ground, with the noise of
the invisible Avro approaching in the darkness, untilonesaw the wingtip
flash by a few yards away.
In accordance with the promise given to Brancker to mend their ways TheconvertedAvro Baby G-EAUM with Flight Lieut H. H. Leech behind
as soon as possible, it was decided that Miles should obtain a Blicence to thewings.
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