This advertisement, which appeared in the East Ham and South Essex Mail on 2 November 1917, excited my curiosity. An exhibition of German aircraft... held in the East End of London... just after the Harvest Moon raids? I'm there! Or would be if time travel was a thing. As it's not (yet...) I'll have to go via the BNA instead.
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A great image found by @100YearsAgoLive of 'bombing by wireless' in 1921:
...continue readingThe question of aerial armaments will be discussed at the Washington Conference, and it is as well for us, while hoping for the best results from the conclave of the nations, to realise some of the terrifying developments in aerial warfare to which scientists are devoting attention. Shown here is a flying bomb, fitted with small wings and a motor, which can be steered by wireless so as to drop on the desired objective. One has only to remember the work done by wireless-controlled boats in the War, to realise in the flying bomb a terrible weapon, the construction of which, at all costs, must be avoided.((Globe (London), 3 December 1921, 15.))
I have a short, non-peer-reviewed article about Trove bots coming out in History Australia as part of a special issue on Trove; the advanced access version has just been published. Here's the abstract:
Like many other historians I use Trove for both targeted searches and exploratory ones, which in itself has revolutionised my historical research practice. However, I have recently been exploring the potential of Tim Sherratt’s concept of ’Trove bots’ – Twitter bots which tweet links to random Trove Newspaper articles – as, in effect, automated research assistants, as well as public engagement tools. Here, I will discuss how I have been using one such bot, @TroveAirRaidBot, in my current writing project, and its limitations and hopefully its potential.
It was an interesting piece to write: partly trying to make a case for experimenting with Trove bots for their curiosity and engagement value, but more reflecting on how useful their directed serendipity can be for serious research too. Also, it amuses me to have a formal publication with a Twitter handle in the title!
It's currently available for free, but I'm not sure how long that will last. In any case, the green open access version is here.
So how can we find out the identity of the mysterious Señor Alvares? The press is no help; I've checked British Newspaper Archive, Gale NewsVault, Chronicling America, Gallica, and Trove. The aeronautical press is no better, since 1904 is before Flight or Aeroplane. All I can find is that he was a Brazilian called Alvares, that he had been successfully experimenting with gliders in his native country for 18 years (which, of course, might not have been very true), and that presumably -- since he funded the construction of an experimental aeroplane - that either he was a person of some means, or he had wealthy backers.
But there is another source which is particularly useful for early aviation pioneers, particularly those involved in aircraft development (which, at this stage, they pretty much had to be). That is to look at patents. Historical patents are a suprisingly big deal: many national patent registries have been digitised, and there's even a Google patent search engine. But for our purposes a good place to start is Inventing Aviation, a wiki built by Peter B. Meyer, Leo Zimmermann and John Russell Herbert which is based around early (from 1793 to 1916, mostly) aviation patents and associated metadata.
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Here is what I've been able to reconstruct about the Alvares flying machine. Firstly, nothing about Alvares himself, except that he was a Brazilian, who was said to have successfully carried out experiments with smaller gliders in his home country for some 18 years.((Manchester Evening News, 17 September 1904, 3; Daily Mirror (London), 17 September 1904, 11.)) Frustratingly, no other names are given -- he is always Senor (or Señor) Alvares.
Above is the one (1) photograph of the aeroplane I've been able to find (thanks, Scientific American!)((Scientific American, 17 June 1905, 480.)) It was built by C. G. Spencer and Sons, a well-known manufacturer of balloons and even small airships, between about May and September 1904, in their 'Balloon Hall' at Highbury Grove, where it was exhibited on 16 September, 'a pretty bird-like structure, weighing about 150 pounds [...] capable of holding only one man'.((Standard (London), 17 September 1904, 2.)) Indeed it was said to have been inspired by the flight of gulls and their ability to soar in the air for long periods. Alvares was present for the initial demonstration along with 'several members of aeronautical societies'.((Manchester Evening News, 17 September 1904, 3.)) The intention always seems to have been to fly it initially without any pilot (though ballasted at 150 pounds), but to release it from a balloon so as 'to test its actual power of flight', with 'a perfect balance' being the goal.((Standard (London), 17 September 1904, 2.)) However, the first reports say this was to be done at the Crystal Palace in the following week; it's not clear why it took place at Hendon a month later instead.
...continue readingA few weeks back, @TroveAirBot found a short article from the Port Lincoln, Tumby and West Coast Recorder entitled 'Dropped From the Clouds':
A balloon which ascended from the Welsh Harp, Hendon, on October 14 [1904], carried with it into the clouds a large flying machine.
As no one was in the car of the balloon or in the flying machine, the experiment was conducted with a minimum of danger.
No such untoward incident occurred, however, and the experiment, which is the first of a series being carried ont by Messrs Spencer Bros, in order to test the powers of Senor Alvares's aeroplane, was conducted with marked success.
The balloon, inflated with 25,000 cubic feet of coal gas, carried the aeroplane to a height of 3,000 feet. At that altitude the machine was automatically liberated. Three thousand feet below a little group of experts watched its movements.
Carrying the weight representing that of an average man, the airship made its way earthwards. At first it plunged rather excitedly towards the watching scientists, bat then, recovering itself, it proceeded steadily in a horizontal direction for a considerable distance. The propellers revolved rapidly, and the machine kept its balance in a manner which augured well for the success of the experiments which are to be made later with a man on board instead of a dead weight.
After travelling at a high speed over the country for a mile or so, the airship came to earth in an open meadow, where it was at once recovered quite uninjured.((Port Lincoln, Tumby and West Coast Recorder, 17 March 1905, 7.))
This caught my eye. It's not unusual (especially on this blog) to find aviation activity at Hendon, the most famous aerodrome in Britain before 1914 and home of the RAF's aerial theatre for most of the 1920s and 1930s. But it is unusual to find any this early: this was in 1904, which is five years before there was actually an aerodrome at Hendon, and for that matter less than a year after the Wrights' first powered flight.
There was, in fact, aviation at Hendon before the aerodrome: in particular, in 1908 H. P. Martin and G. H. Handasyde (as in Martinsyde) built an unsuccessful monoplane 'in the unused ballroom of the Old Welsh Harp public house at Hendon', while Everett, Edgecumbe & Co., a Hendon instrument firm, built another, even less successful, one on the site of the future aerodrome. (Local lad C. R. Fairey -- as in Fairey -- got his start in aviation on that one.)((David Oliver, Hendon Aerodrome: A History (Shrewsbury: Airlife, 1994), 7.)) But according to David Oliver, author of the best history of the Hendon aerodrome, Martin-Handasyde and Everett, Edgecumbe represent the beginning of heavier-than-air flight there. He doesn't mention this 1904 unpiloted flight by Señor Alvares's flying machine; nor does Charles Gibbs-Smith, the authority on early aviation.((Ibid; Charles H. Gibbs-Smith, Aviation: An Historical Survey from Its Origins to the End of World War II (London: Her Majesty’s Stationery Office, 1985).))
Of course, neither Oliver nor Gibbs-Smith had access to digitised newspaper archives, so they can hardly be blamed for missing one particular obscure flight. But nobody else seems to know about it either, or at least some desultory googling throw up nothing about it. This made me curious to see if I could find anything more about this mysterious aeroplane or its mysterious inventor. I managed to find one, but not the other -- as I will discuss in the next post.
In the previous post I looked at the possible origins of the phrase 'big bang' -- as in 'Big Bang' -- in Operation Big Bang, the partial destruction in 1947 of Heligoland, a German island in the North Sea. I also suggested that there was longer history to the phrase 'big bang', which I'll also dig into here -- partly for its own sake, partly to illustrate how easy it is track a term's popularity over time in the British Newspaper Archive (BNA). And partly because I love the headline above, over 70 years before the other Big Bang was 'photographed' by COBE.
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There have been many big bangs. One particularly important one is the 'Big Bang' in which the Universe began, according to current cosmological understanding, approximately 13.8 billion years ago. This was not a bang at all, in the sense of an explosion, because there was nothing to explode into -- rather it was space itself which was expanding, as it has continued to do for 13.8 billion years. Why, then, do we use this evocative but misleading name for what is arguably the most important event to have ever taken place? It was famously coined by cosmologist Fred Hoyle in a BBC Third Programme broadcast on 28 March 1949 to describe the expanding universe concept, then the main competing theory to one he helped develop, the (now-discredited) steady-state (or continuous creation) theory (emphasis added):
We now come to the question of applying the observational tests to earlier theories. These theories were based on the hypothesis that all the matter in the universe was created in one big bang at a particular time in the remote past. It now turns out that in some respect or other all such theories are in conflict with the observational requirements.1
The term 'big bang' stuck -- or it least it did from the 1970s -- and it now stands for the entire cosmological theory of which it is just one part.2
But why did Hoyle choose that particular phrase, 'big bang'? On one level it is simply catchy, evocative and onomatopoeic. Hoyle himself said later that 'I was constantly striving over the radio -- where I had no visual aids, nothing except the spoken word -- for visual images [...] And that seemed to be one way of distinguishing between the steady-state and the explosive big bang'.3
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A cloud of smoke billows up from a building during a low level bombing attack carried out by biplanes. The First World War? Air control in the Middle East? Fascist bombers over Spain, or Japanese bombers over China? No, it's an air raid carried out by the RAF against Nottingham on 15 May 1938.
Of course it wasn't a real air raid: it was a mock one, something I wrote about recently in the collection edited by Michael McCluskey and Luke Seaber, Aviation in the Literature and Culture of Interwar Britain. The photos above and below were published in the British and Australian press, and I wish I'd known about them earlier because they're great illustrations of the topic and I might have been able to include them in my chapter.
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After its early showing in the 1909 mystery airship wave, Australia was rarely visited by phantom airships proper. Maybe that's because real airships were even rarer, with none that I know of between 1914 and the late twentieth century: they just weren't a very plausible thing to think you saw. But they did turn up sometimes.
There was one in Western Australia in 1910, another in 1918, and a relatively famous one on 10 June 1931 between Lord Howe Island to Jervis Bay. That last one was seen by Sir Francis Chichester while making the first east-west solo flight from New Zealand to Australia -- though he seems to have only reported it decades later, and even then stopped of short of claiming it actually was an airship. In 1925, another phantom airship was seen, more definitely but equally incongruously, at Myall, near the Murray River in northern Victoria.
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