Tag Archives: English Channel

25 July 1909

Starting the Anzani engine of Louis Blériot’s Type XI monoplane, 25 July 1909. (Library of Congress)

25 July 1909: At 4:41 a.m., Louis Charles Joseph Blériot took of from the hamlet of les Baraques,¹ near Sangatte, Pas-de-Calais, France, in his own Type XI single-engine monoplane, and flew across the English Channel (la Manche) to Dover. He landed at Northfall Meadow, near Dover Castle, Kent, England.

Feet wet: Blériot crossing the shoreline, outbound, on the morning of 25 July 1909. (Flight)

The airplane did not have a compass, so for a visual reference. Blériot used a 26-knot Pertuisane-class torpedo boat destroyer, Escopette, which was sailing toward Dover.  After passing the ship, visibility deteriorated and he was only able to see the water below him.

A Marine Nationale Pertuisane-class torpedo boat destroyer (contre-torpilleur). This is the same class as Escopette. (Marius Bar)

Blériot flew on and after about ten minutes was able to see the coastline ahead. He realized that the wind had blown him to the east of his intended course, so he flew along the shoreline until he recognized a signal marking the landing point. The wind was gusty near the cliffs and he landed harder than intended, slightly damaging his airplane.

A contemporary aviation news publication reported:

. . . Accounts differ as to the exact moment of departure and descent, and as a matter of fact it is doubtful if any reliable timing was made since M. Bleriot started without a watch as well as without a compass. The distance of the flight was about 31 miles, and hence the speed was in the region of 45 miles an hour. During the crossing he flew at an altitude of 150 ft. to 300 ft., and thus kept much nearer the water than Mr. Latham did on his attempt.

Flight: First Aero Weekly in the World. Vol. I, No. 31, 31July 1909, at Page 458, Column 2.

Louis Blériot with his Type XI monoplane at mid-Channel, 25 July 1909. (Library of Congress)

This was the first time an airplane had been flown across the English Channel, and brought Blériot international acclaim. He was appointed Chevalier de la légion d’honneur, by France. A London newspaper, the Daily Mail, awarded him a £1,000 prize.

Very quickly, orders for his Type XI were coming in. Between 1909 and 1914, approximately 900 were sold.

Louis Bleriot’s Channel-crossing Type XI monoplane was donated to the Musée des arts et métiers in Paris by the newspaper Le Matin, in October 1909. It remains in the museum’s permanent collection.

Louis Charles Joseph Blériot and his Type XI airplane at Northfall Meadow, Dover, shortly after arriving from France at 0517 a.m, 25 July 1909. (Library of Congress)
Louis Charles Joseph Blériot, Chevalier de la légion d’honneur. (Library of Congress)

Louis Charles Joseph Blériot was born 1 July 1872 at Cambrai, Nord, Pas-de-Calais, France. He was the son of Louis Charles Pierre Alexander Blériot and Clémence Marie Eugenie Candeliez Blériot. In 1882 Blériot was sent to l’Institution Notre-Dame de Grâce, a boarding school in Cambrai, and then, to a high school in northern France. He next studied at the Collège Sainte-Barbe in Paris. After a year there, he transferred to the École Centrale Paris, at Châtenay-Malabry, in southwest Paris.

In 1895–1896, Blériot served as a sous-lieutenant assigned to the 24ᵉ régiment d’artillerie (24th Regiment of Artillery) at Tarbes in the Pyrenees mountains, which divide France from Spain.

Blériot next worked as an electrical engineer and in 1896, he invented acetylene headlamps for use on automobiles. Blériot gained an interest in aviation after attending l’Exposition de Paris 1900. The income from his lamp manufacturing allowed him to conduct serious aeronautical experiments.

In 1901, Blériot married Mlle. Jeanne Alicia Védere (the marriage banns were published 2 February 1901). They would have six children, born between 1902 and 1929.

Mme. Blériot (née Jeanne Alicia Vedére) and M. Louis Charles Joseph Blériot at the House of Commons, Westminster, United Kingdom, 15 September 1909. (National Portrait Gallery, London)

Over the next few years, worked with several other pioneers of aviation, including Ernest rchdeacon,  Léon Levavasseur, Gabriel Voison, Eventually, he started his own aeronautical research and aircraft manufacturing company, Recherches Aéronautique Louis Blériot. In 1913, he bought the aircraft manufacturing company that would become Société Pour L’Aviation et ses Dérivés, designers and builders of the legendary fighter of World War I, the SPAD S.XIII C.1. His businesses in France and England manufactured airplanes, automobiles and motorcycles.

In 1930, Blériot established the Blériot Trophy, to be awarded to an aviator who demonstrated flight at a speed of 2,000 kilometers per hour (1,242.742 miles per hour) for 30 minutes. 31 years later, 10 May 1961, the three-man crew of a Convair B-58A Hustler named The Firefly accomplished that feat.

Louis Charles Joseph Blériot died 2 August 1936, in Paris. He was buried at the Cimitière des Gonards, Versailles, Île-de France, France.

Louis Bleriot flew this airplane across the English Channel 25 October 1909. It was donated to the Musée des arts et métiers by the French newspaper, Le Matin, in October 1909. (Musée des arts et métiers)

The Blériot XI was a single-seat, single-engine monoplane. It was 26.24 feet (7.998 meters) long with a wingspan of 25.35 feet (7.727 meters) and height to the top of the cabane strut of 8.0 feet (2.438 meters). It had an empty weight of 507 pounds (229.9 kilograms). (Sources give conflicting specifications for the Blériot XI, probably because they were often changed in an effort to improve the airplane. The model flown across the English Channel was described by Flight as the Blériot Short-Span Monoplane. Dimensions given here are from the three-view drawings, below.)

In its original configuration, the Type XI was powered by an air-cooled, 3.774 liter (230.273 cubic inches) Robert Esnault-Pelterie (R.E.P.) two-row, seven-cylinder fan engine (or “semi-radial”), which produced 30 horsepower at 1,500 r.p.m.,  and drove a four-bladed paddle-type propeller. The R.E.P. engine weighed 54 kilograms (119 pounds). This engine was unreliable and was soon replaced by an Alessandro Anzani & Co. W-3.

The Anzani W-3 was an air-cooled, naturally-aspirated, 3.377 liter (206.078 cubic inch) 60° (some sources state 55°) three-cylinder “fan”-type radial engine (or W-3). It was a direct-drive, right-hand-tractor engine which produced 25 horsepower at 1,600 r.p.m. The W-3 was 0.300 meters (11.811 inches) long, 0.386 meters (15.197 inches) high, and 0.694 meters (2 feet, 3.323 inches) wide. The engine weighed 65 kilograms (143 pounds). The engine turned a highly-efficient Hélice Intégrale Chauvière two-bladed, fixed-pitch, propeller which had a diameter of 6 feet, 8 inches (2.032 meters). The Anzani W-3 cost 3,000 French francs in 1909.

The Blériot XI had a maximum speed of 47 miles per hour (76 kilometers per hour) and the service ceiling was approximately 1,000 meters (3,281 feet).

A description of the Blériot Type XI appeared in Vehicles of the Air, by Victor Loughead,² Second Edition, The Reilly and Britton Co., Chicago, 1910, Figure 197, between Pages 406 and 407:

Blériot Type XI, front view.

Blériot Type XI, side view.
Blériot Type XI, top view.

¹ The village was renamed Sangatte-Blériot-Plage in 1936.

² Victor Loughead was the older brother of Allan and Malcolm Loughead, founders of the Loughead Aircraft Manufacturing Company of Santa Barbara, California, better known today as the Lockheed Martin Corporation.

© 2018, Bryan R. Swopes

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12 June 1979

Bryan Allen flies Gossamer Albatross across the English Channel.
Bryan Allen flies Gossamer Albatross across the English Channel. (Don Monroe via Bryan Allen)

12 June 1979: The human-powered airplane, Gossamer Albatross, built by AeroVironment, Inc., of Simi Valley, California, flew across the English Channel from The Warrens, near Folkstone, Kent, England, to Cap Griz-Nez, France, 22.26 miles (35.82 kilometers) in 2 hours, 49 minutes. He established two Fédération Aéronautique Internationale (FAI) World Record: Straight Distance, 35.82 kilometers (22.26 miles)¹ ; Duration, 2 hours, 49 minutes.²

The pilot/powerplant of Gossamer Albatross was long-distance bicyclist Bryan Lewis Allen. Allen pedaled at a constant 75 r.p.m.

Bryan Lewis and Paul Macready, London, 16 May 1979. (Getty Images/United News/Popperfoto)
Bryan Lewis and Paul MacCready, London, 16 May 1979. (Getty Images/United News/Popperfoto)
Gossamer Albatross arrives at France, 12 June 1978. (AeroEnvironment)
Gossamer Albatross arrives at France, 12 June 1978. (AeroEnvironment, Inc.

The aircraft was designed by Paul Beattie MacCready, Jr., Ph.D., and weighed just 70 pounds (31.8 kilograms), empty.

The two-way radio link failed right after takeoff. Unexpected winds made the flight an hour longer than planned and Allen used all of his water. Batteries powering the instruments ran down. A chase boat was prepared for Allen to abort the flight, but he continued to France.

Bryan Lewis Allen was born 13 October 1952 at Tulare, California. He attended Tulare Union High School and then College of the Sequoias and California State University, Bakersfield, earning a bachelor of science degree. Allen is employed as a software engineer for the Mars Reconnaissance Orbiter at the NASA Jet Propulsion Laboratory, Pasadena, California.

Paul Beattie MacCready, Jr., was born 29 September 1925. He graduated from Yale University with a bachelor’s degree in physics, and then earned a master’s in physics from the California Institute of Technology, Pasadena, California. In 1952, Caltech awarded MacReady a doctorate in aeronautics.

The Robert J. Collier Trophy. (Smithsonian Institution, National Air and Space Museum)
The Robert J. Collier Trophy. (Smithsonian Institution, National Air and Space Museum)

Dr. MacReady received the Collier Trophy for 1979 from the National Aeronautic Association, “For the concept, design and construction of the Gossamer Albatross, which made the first man-powered flight across the English Channel—with special recognition to Bryan Allen, the pilot.”

Dr. Paul B. MacReady died 25 August 2007 at Pasadena, California.

The Gossamer Albatross is a human-powered high-wing canard monoplane constructed primarily of carbon fiber tubing, expanded polystyrene foam, Mylar® and Kevlar®, with wire bracing. A single pilot in a gondola provides power to a two-bladed fixed-pitch propeller, pedaling at 75 r.p.m., through a bicycle-type gear-reduction drive mechanism.

The airplane is 50 feet, 6 inches (15.392 meters) long, with a wingspan of 93 feet, 10 inches (28.600 meters) and overall height of 16 feet, 4 inches (4.978 meters). It has an empty weight of 70 pounds (31.8 kilograms), and a gross weight at takeoff of 215 pounds (97.5 kilograms). Its maximum speed is 15 miles per hour (24 kilometers per hour).

Three-view drawing of Gossamer Albatross. (Natural Flight Foundation)

Gossamer Albatross is in the collection of the Stephen F. Udvar-Hazy Center, Smithsonian Institution National Air and Space Museum.

Gossamer Albatross at teh National Air and Space Museum. (NASM)
Gossamer Albatross at the National Air and Space Museum. (NASM)

¹ FAI Record File Number 392

² FAI Record File Number 393

© 2017, Bryan R. Swopes

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17 April 1913

Gustav Hamel (1886–1914)
Gustav Hamel (1886–1914)

17 April 1913: Pioneer British aviator Gustav Wilhelm Hamel flew from Dover, England, across the English Channel and on to Cologne, Germany. Also on board his airplane was Frank Dupree,¹ a reporter for the London Standard. His airplane was a Blériot XI. ² The duration of the flight was 4 hours, 18 minutes.

FLIGHT reported:

HAMEL FLIES FROM DOVER TO COLOGNE.

AMONG the many extraordinary flights which have been accomplished, certainly not teh least epoch-making, inasmuch as it was the first flight from England to Germany, was that made by Mr. Gustav Hamel last week, with a passenger, from Dover to Cologne. Starting from Dover Aerodrome (accompanied by Mr. F. Dupree, of the staff of the Standard, by whom arrangements for the flight had been made), he left Dover as 12.40 p.m. Making his way across the Channel, the French coast was picked up just south of Dunkirk, and then a course was set by the aid of the compass for Mechlin. Across Belgium and Holland the military Blériot sped its way, but the storms which had to be passed through put the pilot out a little in his reckoning, and when the Rhine was sighted it was at a point about 60 miles north of Cologne. This deviation lengthened the journey considerably, but Cologne was safely reached at 4.58 p.m., and on alighting the English travellers were courteously received by the German officers. The duration of the flight was 4 hrs. 18 mins., and the distance as the crow flies from point to point is 245 miles. In view of the deviation, Mr. Hamel estimates the distance covered at 320 miles. Altogether, Mr. Hamel passed over five countries.

The Blériot monoplane which was used was fitted with an 80 h.p. Gnome motor, which, by the way, was equipped with the famous F. and S. ball-bearings. ³ The fuel used was Shell spirit, of which forty gallons were carried, and there was sufficient left at the journey’s end to cover another 100 miles, a distance which would have taken the aviator well out of the German Empire. For lubrication purposes Wakefield “Castrol” was used.

The Machine for New Zealand.

     Hamel’s great flight from Dover to Cologne was arranged by the Standard in conjunction with the Imperial Air Fleet Committee, of which Lord Desborough is President, and on conclusion of the flight the aeroplane was offered to and accepted by the New Zealand Government. A fund has now been opened with the object of paying for the machine, the cost of which has been in the meantime guaranteed by the Standard and Messrs. Wm. Coward and Co., Ltd.

FLIGHT, No. 226 (No. 17, Vol. V.), 26 April 1913, at Page 466

A short film of preparations for the flight is available from British PATHÉ at:

https://www.britishpathe.com/video/gustav-hamel-pilot

Gustav Hamel was born in Germany, but he and his family emigrated to England in 1910, becoming subjects of the Crown. In 1911 he attended the Blériot flying school at Pau, France, and earned Aéro-Club de France‘s aviator certificate number 358, and the Royal Aero Club (R.Ae.C.) certificate number 64. He completed many “firsts” in aviation, including delivering the first official air mail. Hamel disappeared on another flight across the English Channel, 23 May 1914.

Gustav Wilhelm Hamel (‘Men of the Day. No. 2283. “Flight.”‘) by (Richard) Wallace Hester (‘W. Hester’, ‘Hester’, ‘WH’ and ‘WH-‘) chromolithograph, published in Vanity Fair 31 July 1912 14 1/8 in. x 9 1/2 in. (359 mm x 242 mm) paper size. © National Portrait Gallery, London

The Blériot XI was a single-seat, single-engine monoplane, designed by Raymond Saulnier and built by Louis Charles Joseph Blériot. It was 24 feet, 11 inches (7.595 meters) long with a wingspan of 27 feet, 11 inches (8.509 meters) and overall height of 8 feet, 10 inches (2.692 meters). The wings had a chord of 6 feet (1.829 meters). The airplane had an empty weight of 507 pounds (229.9 kilograms).

In its original configuration, the airplane was powered by an air-cooled, 3.774 liter (230.273 cubic inches) R.E.P.  two-row, seven-cylinder fan engine (or “semi-radial”) which produced 30 horsepower at 1,500 r.p.m., driving a four-bladed paddle-type propeller. The R.E.P. engine weighed 54 kilograms (119 pounds). This engine was unreliable and was soon replaced by an air-cooled 3.534 liter (215.676 cubic inch) Alessandro Anzani & Co., 60° (some sources state 55°) three-cylinder “fan”-type radial engine (or W-3) and a highly-efficient Hélice Intégrale Chauvière two-bladed fixed-pitch propeller, which had a diameter of 6 feet, 8 inches (2.032 meters). The Anzani W-3 was a direct-drive, right-hand tractor engine which produced 25 horsepower at 1,400 r.p.m. It was 1.130 meters (3 feet 8.49 inches) long, 1.500 meters (4 feet, 11.01 inches) high, and 0.720 meters (2 feet, 4.35 inches) wide. The engine weighed 66 kilograms (145.5 pounds).

The Blériot XI had a maximum speed of 47 miles per hour (76 kilometers per hour) and the service ceiling was (3,280 feet) 1,000 meters.

Gustav Hamel and his Blériot XI at Radnorshire, Knighton, England, 29th August 1913.
Gustav Hamel and his Blériot XI at Radnorshire, Knighton, England, 29th August 1913.

¹ Also reported in contemporary newspaper articles as “Frank Dupre,” and frequently described as “an American.”

² Although not specifically identified in contemporary newspaper articles, the airplane flown by Hamel on this date was a Blériot XI-2 Génie, a two-place variant which was powered by a Gnome Lambda 7-cylinder rotary engine. The weights, dimensions and performance very likely varied from those described above. It was accepted by New Zealand on 4 March 1913, and was shipped aboard the White Star Line passenger ship, S.S. Athenic. The airplane arrived at Auckland on 29 September 1913. The airplane was named Britannia.

According the Air Force Museum of New Zealand:

The first flight was not undertaken until January 1914, when Joe Hammond, a New Zealander and Second Lieutenant in the Royal Flying Corps, was engaged to demonstrate the machine. After several test flights from the Epsom Showgrounds, he was ready to take up his first passenger. Rather than select one of the many dignitaries present, he took aloft an actress, Miss Esme McLennan of the Royal Pantomime Company. Hammond was released from duty for his lapse in protocol, and the aircraft put into storage in New Zealand. The New Zealand Government offered it for service in World War One, and it returned to the UK in October 1914.

The New Zealand Monoplane Britannia over the Auckland Exhibition Grounds, January 1914. (Air Force Museum of New Zealand)

³ Fichtel & Sachs, Schweinfurt, Germany (Schweinfurter Präcisions-Kugel-Lager-Werke Fichtel & Sachs)

© 2018, Bryan R. Swopes

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16 April 1912

Harriet Quimby and her Blériot XI. (Library of Congress)

16 April 1912: American aviatrix Harriet Quimby flew across the English Channel in a Blériot XI monoplane. She departed Dover at 5:30 a.m. and crossed a fog-shrouded channel to land at Hardelot-Plage, Pas-de-Calais, 1 hour, 9 minutes later. Her only instruments were a hand-held compass and a watch.

Harriet Quimby (Theodore C. Marceau)

Quimby was the first woman to fly across the channel, but that was not her only “first”: On 11 August 1911, she had become the first American woman to be licensed as a pilot. She was known for her purple satin flying suit.

Harriet Quimby was killed at Quincy, Massachusetts, 1 July 1912, when her Blériot XI, circling the airfield at 1,500 feet (457 meters) suddenly pitched down and she and her passenger were thrown out.

The Blériot XI was a single-seat, single-engine monoplane, designed by Raymond Saulnier and built by Louis Charles Joseph Blériot. It was 24 feet, 11 inches (7.595 meters) long with a wingspan of 27 feet, 11 inches (8.509 meters) and overall height of 8 feet, 10 inches (2.692 meters). The wings had a chord of 6 feet (1.829 meters). The airplane had an empty weight of 507 pounds (229.9 kilograms).

In its original configuration, the airplane was powered by an air-cooled, 3.774 liter (230.273 cubic inches) R.E.P.  two-row, seven-cylinder fan engine (or “semi-radial”) which produced 30 horsepower at 1,500 r.p.m., driving a four-bladed paddle-type propeller. The R.E.P. engine weighed 54 kilograms (119 pounds). This engine was unreliable and was soon replaced by an air-cooled 3.534 liter (215.676 cubic inch) Alessandro Anzani & Co., 60° (some sources state 55°) three-cylinder “fan”-type radial engine (or W-3) and a highly-efficient Hélice Intégrale Chauvière two-bladed fixed-pitch propeller, which had a diameter of 6 feet, 8 inches (2.032 meters). The Anzani W-3 was a direct-drive, right-hand tractor engine which produced 25 horsepower at 1,400 r.p.m. It was 1.130 meters (3 feet 8.49 inches) long, 1.500 meters (4 feet, 11.01 inches) high, and 0.720 meters (2 feet, 4.35 inches) wide. The engine weighed 66 kilograms (145.5 pounds).

The Blériot XI had a maximum speed of 47 miles per hour (76 kilometers per hour) and the service ceiling was (3,280 feet) 1,000 meters.

Harriet Quimby, wearing her purple satin flying suit, pulls the Chauvière Intégrale propeller of the Blériot XI to start the air-cooled Anzani 72° W3 ("fan" or "semi-radial") 3-cylinder engine.
Harriet Quimby, wearing her purple satin flying suit, pulls the Chauvière Intégrale propeller of the Blériot XI to start the air-cooled Anzani W3 (“fan” or “semi-radial”) three-cylinder engine.

© 2017, Bryan R. Swopes

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16 October 1910

Clément-Bayard No.2 at Issy-les-Moulineaux, 1910 (National Gallery of Canada)
Clément-Bayard No.2 at Issy-les-Moulineaux, 1910 (National Gallery of Canada)

16 October 1910: Maurice Clément-Bayard flew the dirigible, Clément-Bayard No. 2, from the Astra Clément-Bayard airship hangar at La Motte-Breuil, France, to Wormwood Scrubs, England, with six passengers. This was the first crossing of the English Channel by airship. The 244 mile (393 kilometer) distance was covered in less than six hours.

The Chronicle Annual Register reported,

The airship Clément-Bayard No. 2 travelled from near Paris to Wormwood Scrubbs between 6.55 a.m. and 1.25 p.m. Her average altitude was 200–300 metres, her average speed about 60 kil. hourly.

CHRONICLE OF EVENTS IN 1910, Part II, at Page 33

Gustave Adolphe Clément-Bayard
Gustave Adolphe Clément-Bayard

A contemporary newspaper article described the event:

LONDON, October 16.

The airship Clement Bayard II., carrying seven passengers, has made a remarkable journey from Compiegne, 52 miles to the north-east of Paris, to London, alighting at Shepherd’s Bush, five miles to the west of St. Paul’s Cathedral, in 6 hours, 11 minutes. The distance travelled was approximately 150 miles.

Later.

The Clement Bayard left Compiegne at 7.15 a.m. yesterday, the weather conditions being perfect at the time. Boulogne, about 75 miles distant, was reached three hours later, and then the trip across the Channel was made in three quarters of an hour.

French torpedo-boat destroyers were echelonned across the English Channel, and acted as guides to the airship as far as Folkestone, on the coast of Kent, and 71½ miles east south-east of London.

The Clement Bayard, however, outdistanced each torpedo-boat destroyer in turn. Tunbridge, 42 miles beyond Folkestone, was reached at a quarter past 12, and three-quarters of an hour later St. Paul’s Cathedral, 29½ miles from Tunbridge, was passed, the Clement Bayard on this part of the journey going faster than motor-cars following the airship. The remaining distance to Shepherd’s Bush was accomplished shortly afterwards.

M. Clement Bayard was on board his airship, and the passengers also included Mr. William Harvey De Cros, the Unionist member for Hastings, who represented the British Parliamentary Aerial Committee.

The Clement Bayard I. was completed in April last, and was on the eve of making its departure for London, when the French Government exercised its right, and acquired the airship. In August M. Clement Bayard made several successful flights in the Clement Bayard II., the building of which was started immediately after the French Government acquired the Clement Bayard I. In September, 1909, the “Daily Mail” completed, at a cost of £5,000, a garage for an airship on land belonging to the War office. It was constructed to accommodate the Clement Bayard airship, which was to make the journey through the air from Paris to London. The British Government has the option of purchasing the vessel.

The Mercury, Vol. XCIV, No. 12,658., Tuesday, 18 October 1910, Page 5, Column 2

This photograph shows the airship arriving at Wormwood Scrubs, 16 October 1910.
This photograph shows the airship arriving at Wormwood Scrubs, 16 October 1910. (Central News)

Maurice Clément-Bayard was the son of the company’s founder, Gustave Adolphe Clément-Bayard, and would succeed him after his father’s death.

The airship had been built for the Armée de Terre (the French Army), but because of the very high price, ₣200,000, it was not accepted. It was then sold to the British War Office for ₤18,000, more than twice the price the builders had offered to the French government. The British newspaper, The Daily Mail, contributed the cost of building an airship hangar.

After arriving in England, Clément-Bayard No. 2 was deflated for transport to another location. The airship was damaged in transit and was never repaired.

Clément-Bayard No. 2 was  76.5 meters (251 feet) long, with a diameter of 13.2 meters (43 feet). The dirigible had a volume of 6,500 cubic meters (229,545 cubic feet). It was powered by two water-cooled, normally-aspirated, 1,590.75-cubic-inch-dispalcement (26.068 liters) Clément-Bayard four-cylinder overhead cam engines, which produced 120 horsepower, each. These turned two, two-bladed, fixed-pitch laminated wood propellers with a diameter of 6 meters (19 feet, 8 inches) at 350 r.p.m.

According to an article in American Machinist,

. . . This engine is a four-cylinder, vertical, water-cooled motor, of the latest Clement racing type. The cylinders are cast separately and are copper jacketed; have a bore of 7.48 inches and a stroke of  9.05 inches [1,590.75 cubic inches, 26.07 liters], giving a horsepower estimated at over 200. The valves are mechanically operated and placed in the cylinder head. A magneto is used for ignition. The weight is 1100 pounds [499 kilograms].

There will be two of these motors used in the new Clement-Bayard airship being constructed for the British government; each motor having a propeller of its own, although when desired, both motors can run one propeller, or one motor can run two propellers.

American Machinist, Volume 33, Part I, 7 April 1910, at Page 645

Two 120 ch Clément-Bayard 4-cylinder engines installed on dirigible No. 2. (The Old Motor)
Two 120 ch Clément-Bayard 4-cylinder engines installed on dirigible No. 2. (The Old Motor)

The airship was debated in the British Parliament, with a question asked by Mr. Herbert Pike-Pease, M.P. (later, 1st Baron Daryngton): May I ask the right hon. Gentleman if he thinks the action of the War Office in regard to this airship was justified? If the airship was fit for service, why was it not used, and if it was not fit for service, why was it purchased?

John Edward bernard Seely, photographed by Walter Stoneman, 1924. (The National Portrait Gallery, London)
John Edward Bernard Seely, photographed by Walter Stoneman, 1924. (The National Portrait Gallery, London)

Colonel John Edward Bernard Seely, DSO, (Later, 1st Baron Mottistone, CB, CMG, DSO, TD, PC, JO, DL), the Secretary of State for War, replied, I think part of the last two supplementary questions is answered in some of the replies I have just given. Of course, it is the fact that the envelope of this balloon leaked so badly that it would have been very costly to have inflated it. No doubt mistakes were made on both sides, by hon. Gentlemen on both sides of the House, as well as by my Department, but we have not made half as many mistakes in this matter as our neighbours.

Mr. Pike Pease then asked,Was not the leakage known to the War Office before the ship was purchased?

Colonel Seely answered,It was before my time. There was a strong Committee of this House engaged in those transactions, and I understand they thought the airship was serviceable, and I suppose we thought it was when it was taken over. Mistakes must be made in a new matter of this kind. We have not made very many mistakes of a large kind in the matter of airships. We have been signally successful.

Earlier in the debate, Colonel Seely stated that,The engines are still available and are at the aircraft factory.

The Parliamentary Debates, 30 April 1913, at Page 1161.

© 2016, Bryan R. Swopes

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