First Through The Clouds

The Autobiography of a Box-Kite Pioneer

Frederick Warren Merriam

• Publisher: Air World
• Year: 2018
• Print ISBN: 9781526726162
• eBook ISBN: 9781526726179
• Topic: History
• Subtopic: Military Biographies
• Index: History

The early years of aviation were marked by flimsy, unreliable machines and daring adventurous young men. One of the pioneer aviators leading the way in Britain was F. Warren Merriam who, following Louis Blriots first flight across the Channel in 1809, joined the Bristol and Colonial Aeroplane Company through which he obtained a Royal Aero Clubs aviators certificate.Much of the flying training in those early days was a case of the blind leading the blind and, as Merriam wrote, Flying was a dangerous business then. Airplanes were constantly breaking up in the air let alone on takeoff and landing; there were no parachutes and the pilots were ever expectant of mishaps. This was hardly the career for a decent young man and for a long time he had to keep his flying a secret from his parents.Aviation did indeed develop into a career, with Merriam becoming a certified instructor at Brooklands aerodrome. There he taught many of the men who became pioneers in aviation and others who joined the Royal Flying Corps that crossed to France in the early months of the First World War.The term pioneer could also be ascribed to Merriam for he was the first person in Britain to fly through the clouds. Until that day in 1912, it had been assumed that pilots would always stay within sight of the ground. Why would anyone want to go so high?This entertaining autobiography takes the reader on a journey through Merriams early flying career, from how it started through his first shaky solo, through a series of crashes into his First World War service. His account is the story of the early history of aviation, the development of aircraft and the personalities that led the way in those exciting, if risk-strewn days of yore.

Chapter 1

Wonderland Flight

Early in 1912 I stood outside the hangars and deliberated. It was on one of those mornings when the land is shrouded in the damp cold of a thick canopy of low mist-like clouds that reduce visibility to a few hundred yards and fill the heart of the eager learner with gloom. Up to this time I had never heard of any pilot attempting to fly through the clouds. Bereft of the aid of a single instrument and the most simple meteorological data, we had assumed from the beginning that flying aeroplanes was possible only when in sight of the ground. In the clouds not only would we lose sight of our familiar earth, but in them we might also meet air conditions of a strange and even fatal nature. Yet to some of us the very uncertainty and imagined danger of the clouds was a challenge.

It would be dangerous to try, I thought. No one but a fool would attempt it. And then, after giving myself no chance to retreat, I blurted out my intention to climb above the cloud and clambered into my machine. There was a chorus of “I’m with you Merriam”, but on such an adventure I would not take the risk of carrying a passenger. I took off and started to climb. Visibility was even less than I had thought, and almost immediately I became completely enveloped in the clammy vapour. A leather jacket protected my body, but my trousers soon became saturated. Earth and sun were lost to view and, with them, every fixed mark that had guided my waking life since the day I was born.

Before this, even in the darkest night or densest fog, I had felt the solid ground beneath me. Never had I felt more alone. I had to depend solely upon balance and instinct – the two things the modern instructor will never teach you to rely on – yet the curious thing about it all was that I was quite confident of my ability to fly blind. Perhaps, if the clouds had been thicker, my story might have had a different ending; but after 500 feet or so I could see it was getting lighter. Then, with a breath-taking suddenness, I found myself emerging into brilliant sunshine with the infinite blue sky above. I was stunned by the grandeur and beauty of the scene before me as I scudded along the top of the soft, white, feathery plain. The sun was warm and vitalising, and I felt as if I could have flown on and on into eternity.

By confining myself to flying in small circuits I tried to eliminate the danger of getting outside the area of the aerodrome, but after being above the clouds for several minutes, I realized that nevertheless I might miss the aerodrome and that I had been out of sight long enough to cause some anxiety to those below. Very reluctantly, I pushed the nose down and began to descend. Much to my delight and relief on coming out of the clouds, I found myself right over the hangars. When I landed it was difficult to convince those who were waiting in the cold below that a few minutes before I had been revelling in heavenly sunshine, and not until I had taken two pupils up to see for themselves would they believe that such a thing was possible.

More than any other, it was this wonderful experience, I think, that first put into my mind the idea of one day recording my flying life so that thereby I might perhaps convey to a later genera tion not only the sorrows and struggles, but also the joys and triumphs of the air pioneer.

Chapter 2

How it Started

My first attempt to leave the ground was in 1886 when, at the age of six, I successfully balanced myself on my father’s penny-farthing bicycle. Later I built a pair of stilts twelve feet high and staggered about until I had mastered the art of balance. But when I climbed on to the roof of a three-storey house by way of the drain pipes and guttering and had to be rescued by the fire brigade, it was clear that heights were destined to play an important part in my life.

Balancing and heights had always fascinated me, although – strangely enough – my eyesight was so bad that it necessitated operations and endless hospital treatment, with resulting neglect of school work. I filled in much of my spare time practising balancing and juggling feats with such success that I was told by the world famous juggler, Paul Cinquevalli, whom I met in Man chester, to take up stage work. It might then be thought strange that I should have started my career in my father’s saddle- and harness-making business. I loathed it. There was not enough “go” about this sort of business to engage my interest for any length of time, though it was ironical, but perhaps consequential, that I should later become acutely interested in the “horseless” carriage.

After a few years in the saddler’s trade and other pursuits I became acquainted with an American, Mr. Olin Lane Merriam, who had come to England to study and collect historical literature. Our friendship ripened, and I eventually decided to leave my father’s business to join in partnership with Merriam at Falmouth. There we bought a private house from which we carried on business as book and antique dealers. Merriam was many years my senior, but such was the bond of friendship between us that in 1901 I changed my name by deed poll from Frederick George Warren to Frederick Warren Merriam. Had it not been for romance stepping into the picture in 1902 I might have carried on with Merriam in this trade for years, but the girl who was to become my wife claimed sufficient of my attention to cause Olin’s displeasure. This eventually resulted in the dissolution of our business partnership but, happily, not our friendship. He returned to America after generously leaving me the means of continuing business on my own.

It was not long before the desire for a more adventuresome kind of life became too strong for me, and I “side-slipped” from book and antique collecting into petrol engineering and motoring, which were then in their infancy. In 1902, after buying one of the first Triumph motor-cycles, I went to London to purchase a 9 h.p. De Dion car from Mr. Gamage, of Holborn. This little car had only a single-cylinder engine, and I was rather dubious about its ability to climb the Cornish hills with a full load. Together with my father, a Mr. Sam Walley and Mr. Gamage’s driver, I made a test trip to Hampstead which convinced me that the car could climb steep hills provided one was prepared to approach the worst ones backward – the reverse gear being lower than the forward gear. Later, I found that when the passenger load was unusually heavy or the hill exceptionally steep it was necessary not only to go up the hill backwards but to get out and push the last bit.

The thrill of that first car! It caused a sensation wherever I drove it.

Having built a garage with an inspection pit and other conveniences, I engaged an engineer with a knowledge of nuts and bolts but little of engines, and we proceeded to dismantle the car completely. I wanted to learn all about the works, and I did! We had to reassemble both car and engine several times before we got them to work again. Running costs were high. Though the car licence cost only 15s., a single Michelin outer cover cost £9. That was not long after the days when a man with a red flag had to walk in front of a motor-car as a warning to the public. The condition of the roads was shocking. Dust, grit, and loose sharp flints all took their toll, and a lot of driving time was wasted repairing punctures and tinkering with the engine while passengers just sat and waited. Another great handicap was the many halts caused through shying horses. I had a method to overcome this which worked quite well after a time. I would stop the engine of the car when approaching a horse, get out and walk nonchalantly over to the animal. I would then pat it affectionately and, after murmuring a few “sweet nothings”, would lead it to the bonnet of the car. Having satisfied its curiosity after a few sniffs, the horse would usually pass calmly by, but some horses were too nervous to be coaxed in this manner, which meant that either they or I would have to retreat.

I began to drive for hire and was soon touring all over Cornwall with pleasure parties. People were anxious to be in the vogue, and I experienced some amusing incidents with my passengers.

My most nervous passengers were two elderly spinsters who engaged me to take them to the opening of the Marconi Wireless Station at Poldhu, Cornwall, by the Prince and Princess of Wales (later King George V and Queen Mary). Soon after we had started from their house they asked me to stop the car and, although I assured them I had emergency brakes, begged me to let them walk down the hill. I did not tell them that I was far more worried about climbing the hills than going down them. The villages on the way to Poldhu were gaily festooned with flags and streamers. As we approached we were greeted with noisy cheers and excited wavings, and, when I saw the police pressing back the eager crowds, I realized they must be taking us for some of the royal party. My two elderly spinsters were delighted. On the way back we decided to take a quieter route; but unfortunately the hills were steeper, and on one of the worst the old bus refused to climb – either forwards or backwards, and the ladies had to return by train. Very gallantly, they promised they would not breathe a word to anyone about this misfortune in case it should “prejudice my motoring business”.

After many exciting experiences in Cornwall I travelled farther afield, advertising in advance the time of my arrival and the fact that I would give pleasure runs. There was always an eager crowd awaiting. Bristol people were exceptionally keen and kept me there for some time. One name in Bristol stands out very clearly in my memory: that of Mr. G.J. Biggs. He lived at Cotham and came very near to adopting me at one time.

Together we had many drives and quite a number of close shaves. Once we skidded on the tramlines after rain, mounting the pavement and actually running for some way on two wheels. The passengers, seeing me hanging over the side in an effort to stop the car from overturning, luckily followed suit and so got us back safely on all fours again. Amusing incidents, too, were not lacking. One day while I was stranded with engine trouble in Buckingham Palace Road near the Palace, I found it impossible to continue working on the engine because of the many curious onlookers who had collected and were crowding round the car. By managing to get the engine running sufficiently well for my immediate purpose and by the simple expedient of shorting the ignition on to the chassis I gave the hangers-on such an electric shock that they hastily cleared away and left me to complete my adjustments in peace.

By 1904 – the year of my marriage – I was becoming well known in the motoring world, and in the following year was acknowledged by the De Dion manufacturers as a specialist on their cars. They recommended me to Sir Reginald H. Cox, then of Cox’s Army Agents, who had just purchased a new car from them. I was engaged to teach Sir Reginald to drive and to tour abroad with him for his health. I then sold my own De Dion to Gould Bros, of Exeter for £140 – £40 less than I gave for it – which was not a bad deal considering the experience and fun I had enjoyed. We took the new 15-20 h.p. De Dion over to France from Southampton, landing at Le Havre, and then motored to Rheims. After this followed a grand month’s tour through the lovely French country side as far as the German frontier. Motoring was much farther advanced in France than in England, and motorists were submitted to a very severe road test. Even foreign visitors had to pass it. But there were advantages. There was nearly always a motor mechanic available in towns and most hotels catered for motorists.

They were wonderful days, and when I look back I sometimes think what a grand career I might have made out of motoring. However, my life was to change completely when that young cycle repair expert, Orville Wright of Dayton, Ohio, one day took a deep breath, pulled back the joystick of his home-made contrap tion and hopped a few feet into the air. In a moment the motor car had become ordinary, and I was filled with the urge to fly. I felt that the curtain was up on the first act of a new age – the air age.

Until Orville Wright made his epic flight I had not given much attention to the early efforts of the pioneers. I had heard accounts of the Henson aeroplane and John Stringfellow’s experiments five years later, but the thought of actually flying myself was then beyond my wildest dreams. My first desire was to go to America, as Griffith Brewer and Ogilvie had already done, but, my marriage making that impossible, I had to confine my activities to a close study of aeronautics. Experiments with gliding models and observations of bird flights soon taught me quite a lot about air currents and landings. It was knowledge which was later to come in very useful.

Owing to my wife’s delicate health I did not disclose my desire to see the flying demonstrations which the Wright Brothers had started to give in France; neither did I let her know that, I, too, was anxious to take up flying. Her death in 1909 at the age of twenty-six was a tremendous shock, and I was left with three children all under five.

The preparation of plans for my children’s future occupied me for some months. While this was going on I heard about A.V. Roe’s and Moore-Brabazon’s successful flights, and, as my plans were completed, there came the sensational announcement that Louis Blériot had won the Daily Mail £1,000 prize with his flight across the Channel from Calais to Dover. Knowing that my children’s future was now assured I decided to make the plunge. In a few weeks I had come to terms with the British and Colonial Aeroplane Company – now the famous Bristol Aeroplane Com pany – and had contracted to give my engineering experience to the Company and to pay them £50. In return for this they were to teach me to fly.

To obtain the Royal Aero Club’s aviator’s certificate at the Brooklands School of the Company (Figure 4) then cost over £100, irres pective of living expenses during training. Army and naval officers paid £75, which was refunded by the State if they were afterwards accepted by the Royal Flying Corps or Royal Naval Air Service. I was well pleased with the terms, but Mr. H. Delacombe, the aeronautical advisor to the Company, eyed me dubi ously though not unsympathetically when I proffered my money. He was reluctant to take it and reminded me of the risk I was running both with my money and my neck! It was kindly advice, and I was grateful to him for his sincerity; but I was so keen to fly that nothing could possibly have altered my mind. I might men tion at this stage that such was the attitude of some families towards those of their kin who thought of taking up flying that I was compelled to live under an assumed name and to keep my movements secret. For this reason I re-adopted the name of Warren, thinking that my family would never now look for me under their name.

All day, and on many occasions, late into the night I worked hard in the sheds with the mechanics, learning everything I could about the Gnome and Anzani engines and helping with repairs. Then at last came that eventful day which, to this very moment, stands out so vividly in my memory, when the chief instructor took me for my first flight. At long last I was airborne.

Chapter 3

Early Birds

Before I describe my own further adventures in the air I would like to pay tribute to the happy band of men with whom I became associated and whose example sustained my determination to forsake everything for flying. I came to know many of them intimately, and I followed their subsequent careers with as much avidity as the modern youngster pursues those of his film or sporting idols.

Although A.V. Roe was not officially credited with having flown until after Moore-Brabazon, he had in fact been making hops successfully a number of months earlier. On June 8th 1908 – according to eyewitnesses – his machine was airborne several times for a distance of about 75 and 150 feet. [Evidence now points to all these hops not having taken place.]

Previous books on flying during this period have seldom paid sufficient tribute to the early flights of Piffard, Barnes, Howard T. Wright, J.W. Dunne and Rolls. Dunne was the first man to design and fly a V-shaped aeroplane with fully swept-back wings. He is perhaps better known to a growing number of the more intellectual members of the present generation as the author of several highly interesting works on the subject of Time. When the first official flight was made all these men were “hopping” about in home made contraptions and taking incredible personal risks.

In 1909 the Short Brothers, Horace, Eustace and Oswald (Figure 5), had begun building aircraft. Oswald’s interest in flight went back to 1898, when he made his first balloon ascent. In 1900 he designed his first balloon envelope and by 1910 had produced the design for the first rigid airship – “Mayfly”. As early as 1904 Horace and Eustace Short had given a joint lecture to members of the Royal Aeronautical Society on the possibilities of ascents by balloon to hitherto undreamed-of heights. They spoke in terms of a spherical metal globe for the passengers equipped with a hand-operated pump for maintaining the air supply and pressure inside. They were thus already anticipating the use of pressurized cabins for the stratosphere flights of the future. Oswald Short also designed, built and exhibited at Olympia his “Silver Streak”, a forerunner of the stressed-skin construction which was later to revolutionize aviation. In 1921 his design for a fighter sea-plane to follow the “Silver Streak” was described as impossible to build, but subse quent years were to show that Oswald Short’s only fault was that of being yet another inventor before his time. I cannot emphasize too greatly the Short Brothers’ contribution to aviation.

England owes much to the genius of Henry Farman, the builder of the Farman box-kite which proved such a worthy instrument for instructional work. Most of our pilots in the years before the First World War obtained their aviators’ certificates on Farman box-kites. Indeed box-kites held their place for this purpose until they were superseded by the Avro 504, eventually built in larger numbers than any other plane of that period. It was on a box-kite – a Voisin Short biplane pusher called “Bird of Passage” – that Moore-Brabazon learned to fly (Figure 7). His example inspired several of our own pioneers to go to France to learn as he had done. “Bird of Passage” certainly earned her name, for she passed from one owner to another very many times before her end. Moore-Brabazon’s claim to be the first Englishman to make an actual flight was officially recognized by a committee of investigation set up by the Royal Aero Club, with Lord Gorell as Chairman and Messrs. H.E. Perrin, G. de Havilland (Figure 6) and Lockwood Marsh as members.

It was a near thing between Moore-Brabazon and A.V. Roe. A.V. was one of the earliest to start flying at Brooklands; he was also one of the first to sample the joys of landing in the sewage farm alongside the aerodrome. B...

Table of contents

• Cover
• Title
• Copyright
• Contents
• Foreword to New Edition by Nick Stroud
• Foreword by Air Chief Marshal Sir Philip Joubert KCB, CMG, DSO
• Preface
• Chapter 1 Wonderland Flight
• Chapter 2 How It Started
• Chapter 3 Early Birds
• Chapter 4 A Shaky Solo
• Chapter 5 Revolutionary Methods
• Chapter 6 Some Early Crashes
• Chapter 7 A Fruitful Year
• Chapter 8 Never a Dull Moment
• Chapter 9 The Price of Knowledge
• Chapter 10 My First Bad Crash
• Chapter 11 Best in the World
• Chapter 12 Piling up the Hours
• Chapter 13 Chingfliers
• Chapter 14 First Zeppelin Raid
• Chapter 15 Quality Before Quantity
• Chapter 16 Airborne Again
• Chapter 17 Down in the Drink
• Chapter 18 A Word About Blimps
• Chapter 19 Sea-Plane Joy Flights
• Chapter 20 Birth of the Bureau
• Chapter 21 Back in Navy Blue
• Chapter 22 Past, Present and Future
• Plate section