Flying in Perth, 1919: on the North Inch, and to Gleneagles.

On Friday 5 September 1919, for two days, a year after the Great War ended, Perth’s North Inch hosted an Air Carnival event with two Avro 504K biplanes. The Perth Burgh Town Provost Charles Scott C.B.E., Baillie Macfarlane, Convener of the Inches Committee, and the Earl of Kinnoull were the first to go up. Flights or ‘flips’, as they were described could be purchased and there were several lucky ‘Bulletin’ winners who were given free goes.

An attempt to host the day before on Thursday 4 September 1919 did not happen due to weather conditions of low-lying fog. One of the aircraft had left Newcastle the night before for Perth did not manage to arrive. Another two aircraft were expected to arrive from Rothesay. The organiser stated that this was the first time that the weather had interfered with these events. A large crowd which had gathered on the North Inch, by three o’clock there was still no appearance of the aircraft.

Perthshire Advertiser 6 September 1919

I was able to find an image of two participants in the event in September 1919 on the North Inch with help from Culture, Perth and Kinross, Local and Family History, A. K. Bell Library, Perth, see above.

I am assuming that this event on the North Inch was one of the first in Scotland, given the early date just after the war, the later purchase by the operators of more Avro 504K aircraft, the military and civil registration dates of the aircraft, and the dates of the forming of aviation related companies to undertake these joy rides ‘flips’, aerial photography and stunt flying demonstrations. It also looks like many attempts were made to Perth Burgh Town Council by Captain Andrews of Leuchars, Aerial Photos Ltd., Edinburgh and the Kingwill and Jones Flying Company to arrange this air carnival or air meeting on the North Inch on 5 September 1919. And there were even many more attempts for subsequent events in later years.

It is remarkable that this event on the North Inch took place just 10 to 12 years since Louis Blériot crossed La Manche, the Barnwell brothers first flew a mile at Causewayhead, Stirling. Preston Watson at Erroll and Forgandenny and J. W. Dunne at Blair Atholl and were attempting to get off the ground. This event also took place just yards away from the family home of Group Captain Robert Halley DFC & 2 Bars, AFC at 5 Barossa Place. ‘Jock’ Halley first trained to be a pilot in the Avro 504K in 1917 and is best known for his legendary exploits including the bombing of Kabul, Afghanistan just a few months earlier in May 1919.

The actual two aircraft used I have been unable to determine. However, one and perhaps the only one used may have been an Avro 504K with the military serial marking H221. The owner, operator and main organiser of the North Inch event was Captain R. Bond Andrews from Leuchars. Captain Andrews of Leuchars formed a company, Aerial Photos Ltd., 81 George Street, Edinburgh (1919-24) and in conjunction with Kingwill and Jones, Alloa they arranged the flight carnival on the North Inch in 1919.

Captain Andrew’s ex-RAF H221 Avro 504K aircraft was issued with a Certificate of Airworthiness on 2 May 1922, registered for the Kingwill & Jones Flying Company. It was given the civil registration number G-EBCB. My assumption is that these were all ex-RAF aircraft, only just or about to be registered as civilian aircraft, one being owned by Captain Andrews and the others by Kingwill and Jones, Alloa. This company held air shows or air carnivals in every part of the UK during the next few years.

The usual cost of a ‘flip’ was 5s or a full program of ‘stunts’ for 30s (five shillings = 25p). However, according to the Perthshire Advertiser a joy ‘flip’ in an aircraft on the North Inch, was priced at a guinea (one pound and one shilling (£1.05)). Perhaps the £10 liability covering ‘licence’ charge by Perth Council made the operators charge the higher amount? The event organisers did in return give away quite a few lucky draw winner flips.

This was not as safe an undertaking as it looks, the previous Monday 1 September 1919 at Weston-Super-Mare in England a civilian company Avro crashed shortly after take-off, killing the pilot and injuring the passengers

Hundreds of ‘Bulletin’ free flight coupons were handed in at the Free Flight Office at the Perthshire Cricket Club Pavilion on the North Inch, and at Mr. J. K. Taylor’s newsagent in the High Street. Bookings for private flights could be made at Messrs Paterson, Sons and Co. Ltd. George Street. So great was the enthusiasm on the last day for flights that bookings had to be suspended. On Saturday 6 September 1919, railway trains to Perth brought crowds of immense dimensions to the ‘Fair City’ all keen to attend and witness the spectacle of the air carnival, to watch the flights during the afternoon and evening. (I do not know what the Bulletin was, I am presuming it was a supplement for the Perthshire Advertiser.)

Promptly at eleven o’clock on 5 September 1919, Lord Provost Charles Scott C.B.E. and Baillie Macfarlane, Convenor of the Inches Committee arrived at the North Inch starting point, just as an Avro 504K with Captain Andrews arrived from Leuchars. Another aircraft was stated as being near at hand

Perth’s municipal dignitaries were the first two ‘flipper’s, followed by the Earl of Kinnoull. Provost Scott declared that it was a delightful sensation, Baillie Macfarlane said it was a delightful experience and wished that everyone could go up.

The following week, on Thursday 11 September 1919, the Earl of Kinnoull and his party occupied reserved seats in the crowded King’s Cinema. A splendid film of Perth’s air meeting was on view. Lord Provost Scott was seen ascending the plane and addressing the spectators ere his “flip” and again when he descended. The Earl of Kinnoull was seen on screen in a large group of onlookers on the North Inch.

Notes:

The Avro 504K, was mainly a two-seat training aircraft. Only one single aircraft of two variants were built as a three-seater, the 504M and 504Q. The Avro 504K’s used for the air carnivals at this time were most likely altered to three seats by their owners.

The Avro 504 is easily recognisable because of the single skid between the wheels, referred to as the “toothpick” in the RAF. Production stopped in 1932; the Avro 504 remained in service with the RAF until 1944. As many as 10,000 Britain’s received their first aeroplane ride in an Avro 504. Nowhere near as many Americans flew in barnstorming planes during the same period.

The Avro 504K had a universal mount to take different engines. Engines included the 130 hp (97 kW) Clerget 9B, 100 hp (75 kW) Gnome Monosoupape or 110 hp (82 kW) Le Rhône 9J. The single-seat fighter (Comic) conversion was used for anti-zeppelin work. The “Comic” nickname was unofficial, generally it was used for the night fighter version of an aircraft type. Le Rhône engines powered the aircraft used at Perth.

The Kingwill & Jones Flying Company

The Kingwill & Jones Flying Company were initially based in Forthbank, Alloa, Clackmannanshire, the airfield was in main use between 1916 and 1925. Later they moved to Turnhouse, Edinburgh, July 1925. They were known to operate at least two Avro 504k aircraft, possibly G-EADH and G-EBCB. Known pilots were Mr. Edward A. Jones (Captain), Captain Andrews and Mr. Geoffrey R. Beck. G-EBCD was badly damaged in a gale in November 1928 aircraft was withdrawn from registration on 24 April 1929, marks were cancelled February 1929.

Forthbank, Alloa was also the home of the British Caudron Company aircraft factory. Originally known as the W. H. Ewen Aviation Company, it became a subsidiary of the French aircraft manufacturer, Caudron Airplane Company (Société des Avions Caudron). At Alloa, British Caudron under licence from around 1916, manufactured 50 Royal Aircraft Factory B.E.2s and 100 Sopwith Camels. The factory was mainly staffed by woman during the Great War closed following the end of the war. The airfield and factory in Alloa did not survive, it no longer exist. It was situated on land near the river Forth at the Forthbank Recycling centre.

Avro 504K aircraft connected to Captain Andrews, Kingwill & Jones Flying Company and Aerial Photos Ltd:

(Regd = registered, CofR= Certificate of Registraion, CofA= Certificate of Airworthiness, wfu=withdrawn from use)

G-EALE ex D5499 advertised for sale as J5499. (Regd as -G-EAGD no CofA issued). – sold August 1919 to Aerial Photos Ltd, Edinburgh.

G-EAGB ex H5173- To Aerial Photos Ltd, Edinburgh, CofR 16 March 1922, Cof A 12 April 1922, badly damaged in gales November 1928, Regd cancelled February 1929, sold abroad or wfu.

G-EAHU ex E1611 – To Aerial Photos Ltd, Edinburgh, CofR 31 July 1919, Cof A 8 August 1919, sold 8 May 1922 and Regd cancelled 10 June 1922.

G-EAHV – ex H2297 – To Aerial Photos Ltd, Edinburgh, Cof R 7 August 1919, CofA 8 August 1919, CoA lapsed 7 August 1921, Regd cancelled 10 January 1923 as wfu.

G-EAIG – ex E1675 – To Aerial Photos Ltd, Edinburgh, CofR 3 September 1919, Regd lapsed October 1919 as wfu.

G-EADH Avro 504K ex E3502 Regd 17.6.19 [as E3502] to Air Cdre James George Weir, Skeldon House, Dalrymple. CofR as G-EADH 31 July 19 to same owner. CofR October1919 to West of Scotland Aviation Co Ltd, Glasgow. CofR 13 May 1922 to The Kingwell & Jones Flying Company, Alloa Aerodrome; later Turnhouse (July 1925]. CofA 562 issued 30 May 1922. CofA lapsed 17 June 1926. Regn cancelled February 1930 as wfu.

Perthshire Advertiser 10 September 1919

Captain Richard Sebastian John Bond Andrews

Captain Richard Sebastian John Bond Andrews served between 1914-1920 initially as a Second Lieutenant (gazetted 8 July 1915). He was promoted to Lieutenant joining the 5th King’s Liverpool Regiment, attached to the 9th Manchester Regiment. After being sent home due to illness he served as an Honorary Captain in the Royal Air Force.

Pre-war he was employed in the Government Educational Department in Natal and Transvaal, South Africa and was a member of the Ladysmith (Natal) Rifle Club and also served with the Electrical Engineers (Volunteers).

On 22 November 1915 he was in the Dardanelles at Gallipoli then in Egypt in 1916. Whilst serving in Egypt he suffered several bouts of anemia & tachycardia so he was returned home on 1 November 1916 as unfit for active service. He was posted to the 15th Liverpool Regt in the UK. He then joined 16th ‘Transport Workers’ Battalion, Worcestershire Regiment on 15 June 1917 as Lieutenant, and transferred to the Royal Air Force in 1918 as an Honorary Captain (Admin), (granted for purposes of pay and allowances) with RAF 29 Group.

His RAF duties took him to 29 (Training) Group which was in the process of being reformed on 27 November 1918 at 12 Great Stuart Street, Edinburgh. Its purpose was changed to controlling naval units, now as 29 (Operations) Group. It was under the Commander in Chief of the Royal Navy’s Grand Fleet. He is recorded as being at East Fortune airfield, which was the Fleet Gunnery and Fight School on 18 September 1918. Later he was transferred to Leuchars on 13 July 1919.

Captain Bond Andrews was still serving with the RAF when he organised and took part in the North Inch Air Carnival. From his service records it looks like the decision of the ‘disposal’ of his services was made at Leuchars on 6 September 1919, the second day of the North Inch Air Carnival. He was officially released, transferred to the unemployed list with effect on that date, gazetted on 3 October 1919 as such.

RAF Leuchars upon which building work was still being carried out at the time of the WW1 Armistice was recorded as being a ‘Temporary Training Depot Station’.  Later in 1918 it was designated a Naval Fleet Training School and then became the home of the Fleet Gunnery and Fight School which was transferred from East Fortune. It became Royal Air Force Leuchars on 16 March 1920.

The excellent historic airfield at East Fortune is now the home of Scotland’s National Museum of Flight.

Flying to Gleneagles and newspaper distribution by air.

A new air service using Avro 504’s from Glasgow to the new golfing centre at Gleneagles was inaugurated on 15 September 1919. The West of Scotland Aviation Company flew two passengers, each equipped with golf clubs from Renfrew airfield. The outward journey took 22 minutes, and the return took 28 minutes.

The Daily Record newspaper reported on 29 September 1919 that “to overcome the dislocation of newspaper distribution caused by the railway strike, the Daily Record has invoked the assistance of skilled aviators (The West of Scotland Aviation Company) who have made it possible to reach distant points which otherwise would not have been accessible”.

Daily Record Monday 29 September 1919

Flight Sergeant Antony Verdon Verdon

Perth’s A.V. Roe (AVRO) connection, Flight Sergeant Antony Verdon Verdon in 1944 married Phyliss Ella Impett of 12 Kinfauns Crescent, Perth. (Kinfauns Crescent is now 93 Needless Road). Antony Verdon Verdon was the nephew of Humphrey Verdon Roe, the brother of Sir Edwin Alliot Verdon Roe who in December of 1933, changed his surname by deed poll to Verdon-Roe (with a hyphen) – following his knighthood in 1929 and in honour of his mother.

Humprey Verdon-Roe invested in his brothers Alliot’s aeronautical inventions and in 1913, the firm of A V Roe & Company was formed – better known as Avro and went on to produce many of Britain’s best military and civilian aircraft such as, the Avro Lancaster, Avro Vulcan, Avro Shackleton, Avro York, Avro Manchester, Avro Anson, and the Avro 504.

Alliot Verdon-Roe was a prominent member of the British Union of Fascists formed in 1932 by Sir Oswald Ernald Mosley, 6th Baronet.

Lieutenant John Cowe McIntosh

Famous local residents long-distance flight in 1919, Lieutenant John Cowe McIntosh who was born in Lumsden, Aberdeenshire in February 1892, emigrated from Perth, Scotland to Australia in 1909 and joined the Australian Imperial Force (AIF) in 1914. He served in the 4th Field Ambulance, Australian Army Medical Corps at Gallipoli and in France. He undertook flying lessons in an Avro 504 in Perth, Australia, transferred to the Australian Flying Corps and was posted for training to Oxford, England.

After the war, rather than return to Australia with other elements of the AIF by ship, McIntosh joined forces with Lieutenant Ray Parer to enter the Australian Government’s £10,000 air race from England to Australia. Although the race was won by Ross and Keith Smith in December 1919, McIntosh and Parer continued with their adventure and completed it in style. Their aircraft was a modified Airco DH-9, G-EAQM and despite great difficulties and obstacles, they became the first airmen to fly a single-engine aircraft from England to Australia arriving in Darwin on 2 August 1920. There epic journey took 208 days (7 months), and involved flying, in in the air, for 168 hours. McIntosh and Parer were each rewarded with a £500 cheque and an Air Force Cross. The aircraft on display in the Australian War Memorial in Canberra.

McIntosh’s parents resided in the Fair City, and he was educated at Taylor’s Institution, Perth Road, Crieff (British Legion Hall).

Lieutenant John Cowe McIntosh was giving joyrides and flying displays to locals at Pithara, Western Australia on 28 March 1921, he tragically died when his single engine Avro 504J aircraft crashed.

Lieutenant Courtenay Patrick Flowerdew Lowson

Local Avro 504 WW1 pilot, Lieutenant Courtenay Patrick Flowerdew Lowson was 20 years old when he died. His ashes were originally interred in the family mausoleum at Kinfauns Parish Churchyard. In 1926 they were removed and placed in the church wall behind the tablet to his memory. Lieutenant Lowson obtained his Pilot’s Certificate and was gazetted Flying Officer on 4 July 1917 with seniority from 21 March 1917. He was then attached to RFC 81 Squadron at Scampton, Lincolnshire.

Lieutenant Lowson was killed in a flying accident on 3 November 1917 when his aircraft was in mid-air collision whilst carrying out banked turns, with another aircraft flown by Lieutenant Owen Ellis Augustus Allen. Lieutenant Courtenay Patrick Flowerdew Lowson (instructor) was flying Avro 504J, B3224, Lieutenant Owen Ellis Augustus Allen was flying Avro 504J, B3194. Lieutenant Allen was still alive when he reached the ground but died later in the 4th Northern General Hospital in Lincoln. He was 24 years old and is buried in Cambridge (Histon Road) Cemetery. A passenger in Lieutenant Allen’s Avro 504j, 2nd Lieutenant Edward James Gallagher was injured but survived. The subsequent investigation put this crash down to pilot error.

Flying continued from around 1920 through an aerial photography, pleasure flights and advertising company, as well as for pleasure flights carried out by the Kingwill and Jones Flying Company. Flying events were undertaken for example in Edinburgh (Turnhouse) Clachton, Derby, Sheffield, Falkirk, Newcastle and Lochee Park in Dundee. In Dundee on 1 September 1920 there was little demand for the ‘flips’ owing to the unfavourable weather during the day, but the evening business was expected to be brisk.

Notes:

The airfield at Alloa was also a venue for Sir Alan Cobham’s National Aviation Day Tours on 13 September 1932 and 7 July 1933, although other flying had ceased in 1925 when the site was bought by a ship building company.

At the end of the Great War, Scotland had finished up with no fewer than 30 air-bases and having made 2,000 aircraft in its factories.

Fourteen years prior in 1905, the South Inch hosted an event inspired by an earlier era, the Buffalo Bill and his Wild West Show, a spectacle of cowboys and Indians

In Dundee, at Lochee Park on 1 September 1919, two Avro 504k’s of Aerial Photo’s Ltd held a flying week.

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Interesting extract from The Aeroplane Magazine 16 July 1919 showing that Forthbank Alloa (images below) was considered as a commercial airport with flights to Glasgow, Edinburgh, Aberdeen, Dundee, and Perth:

Aviation in Scotland: Future Prospects.
By a Scottish Correspondent,

Though playing an important part as regards aviation during the past five years, Scotland has been somewhat slow to make any progress in the way of commercial or passenger flying. Firms from me south are, however, beginning to find their way to districts in Scotland, and with the addition of the older established companies which have been carrying out war contracts, business promises to be brisk in aviation circles in this country.
The firms which are seriously contemplating future travel are mainly concerning themselves with attempting to obtain the supreme control of any service which may be run from the south to places like Edinburgh, Glasgow, Dundee, Perth and Aberdeen, and several have even now prepared their plans for the efficient carrying of passengers and mails. As a matter of fact, a service would already have been in fairly good order but for the uncertainty which exists regarding the restrictions which the Air Ministry may impose.
Still, firms like Beardmore and company, of Glasgow, and the British Caudron company, at Alloa (on the upper teaches of the Forth estuary), are making extensive preparations for the future, and one can rest assured that Scotland will not be very far behind England when commercial aviation is assured of success, and has come to stay. The Glasgow firm are, however, building airships, and seem more intent to carry out post-war duties with the lighter than-air types of aircraft than other firms, and it is probable that only passenger carrying will be done by that firm’s representatives.
At Alloa the British Caudron company, an offspring of the famous French company are merely awaiting word as to the relaxing of the present restrictions before commencing work as the first commercial firm in Scotland. At the Alloa ground there are at present three two-seater Caudron biplanes with 100-h.p. Anzani engines. These are doing the necessary pleasure flying, but there-are six machines of the same type on the stocks and rapidly nearing completion.
In the event of any sudden demand for commercial work the firm propose constructing a large twin-engined Caudron biplane, which will either carry heavy goods or fifteen or more passengers. The aerodrome is only slightly over an hour’s run from Edinburgh, Glasgow, or Perth, so that it is conveniently placed for the conveyance of goods to any of these large cities. In conversation, the manager informed the writer that the company would probably, if business promised to be heavy, enter into negotiations for the taking over of one of the military aerodromes near the city of Edinburgh, such as Penston (in East Lothian) or Turnhouse (three or four miles from the Scottish capital).
Persons who are interested in commercial aviation in Edinburgh predict an extremely busy time for the city, and in all likelihood the capital would become the centre for the country. An indication of how important Edinburgh promises to become was given at a recent meeting of one of the sub-committee meetings of the town council in Edinburgh. Numerous applications were received by the corporation, applying for rights for flying, both commercial and pleasure, in the city and district. As the council was not sure of its position, the whole matter was held over until answer was received from the air ministry regarding several important questions.
The principal application came from Aircraft and Travel (Ltd.), intimating that the company had been registered with the object of promoting commercial aerial transport. Another Communication discussed was from Lieuts. Henshall and Caney as to leasing ground at Portobello (Edinburgh’s seaside suburb) for the purpose of giving residents and visitors pleasure flights. It is more than probable that both these requests will be granted, and there is every hope once large firms note how important a part Scotland will have in aviation fresh companies will be formed and ground taken over.
There are a number of suitable grounds in Scotland. Glasgow possesses four or five, Edinburgh six, and the country round Perth and Aberdeen, if machines went as far, is well adapted for successful flying.
There is still some hesitancy on the part of the Scottish people to come forward for pleasure flying, but, as a manager of an aviation firm (who understood the cautious Scot) suggested to the writer, this will probably vanish when a good system of insurance is in working order. The flying which is taking place just now is fairly brisk, and one waits for the time when aeroplanes will be patronised by almost everybody. This day is sure to come, and in the meantime the Scottish firms are working quietly and making steady preparations for post-war aviation.

Note: Penston is just east of Tranent, East Lothian at the village of Macmerry.

A new insurance company was formed in 1919, the Automobile and Aircraft Insurance Cor, Ltd.—Registered May 26th, 1919. Capital, £100,000 in £1 shares. To carry on vehicle, motor, cycle, aircraft, glass, boiler, engine, electric plant and general insurance (but not life, fire, accident, or employers’ liability insurance or bond investment business within the meaning of Section 1 of the Assurance Companies Act, 1909). The promoters are the General-Accident, Fire and Life Assurance Corporation, Ltd. (Perth). Minimum cash subscription was 5,000 shares. One of the first directors was Francis Norrie-Miller, J.P., F.E.I.S., Cleeve, Perth,

Research by Ken Bruce

Perthshire Advertiser 17 September 1919

Published in The Aeroplane 17 July-Sep 1919

Published in The Aeroplane 17 July-September 1919

Photo taken around 1924, possibly the London area. (The location could be anywhere in the UK. Joyrides were immensely popular during the 1920s.)