The following account was presented in 1976 and has been left as it was at that time.
It is forty years since the first British Team for model aviation was sent overseas to compete. The story of that first venture makes a fascinating contrast to present day activities and this account from a participant gives us an intimate reflection on those happy days. To finance the 1936 team, a fund was established in the latter half of '35. Lord Wakefield generously donated £200 towards the total of over £400 contributed by the model industry, the retail trade and private aeromodellers. These amounts may not seem much nowadays until one realises that the equivalents (In 1976!) are £1,850 and £3,700 today.
1936 WAKEFIELD TROPHY
Eliminating trials for the Wakefield Cup Team and Moffett Trophy Team were held on Sunday, 17th May 1936, at Fairel's Great West Aerodrome, Heathrow (turn down by the side of the Three Magpies). At that time there was no such limiting devices as 'maximums' and the result was taken from the average of three rise-off-ground flights. At the end of the day, the selected Wakefield Team was:
J. B. Allman (Leamington and Warwick MAC) 268.3 secs
A. Greenhalgh (Junior) (Lancashire MAS) 220.5 secs
D. Fairlie (Wembley MFC) 215.03 secs
H. A. Jones (Junior) (North Kent MAS) 166.9 secs
A. A. Judge (TMAC) 156.8 secs
R. Copland (Northern Heights MFC) 143.6 secs
Selected Team Manager was B. K. Johnson, then Chairman of the S.M.A.E. Harry York travelled with the team as press representative. Others in the party were J. C. Smith, the Competition Secretary, G. W. Greenhalgh and R. Trevithick. It was typical of Lord Wakefield that when he heard there were two 'Juniors' in the team, he donated an extra £60 (£530 in 1976) 'for their special care'.
Early on 20th June 1936, the party met at Waterloo Station for the rail journey to Southampton to board the Cunard Liner Aquitania, which sailed for New York later in the day.
A corridor of cabins was reserved to give adequate privacy for checking the aircraft when rigged. During the voyage the party was entertained by the Captain - Captain R. B. Irving - and also taken on a special conducted tour of the ship which included the engine and boiler rooms.
Docking in New York, they were met by Lieutenant J. Alden, Franc Zaic, Benny Shereshaw, Joe Young and many other notable American modellers. Officials from the United States aviation organisations included Lester D. Gardner of the Institute of the Aeronautical Chamber of Commerce in America. The party was driven to the Midston Hotel by the delightful Misses Hatch, Butler and Collins of the English Speaking Union, who had kindly provided cars for our stay in New York.
The hosts permitted just sufficient time for the visitors to settle in the hotel for a quick bath and change, after which the day was fully occupied with an official welcome by the Deputy Mayor of New York at the City Hall, an official luncheon, a visit to the Wright Aeronautical Corporation, then on to the Casey Jones School of Aeronautics followed by a dinner in their honour. Even then, the day was not quite finished, for they were driven back to New York
for a visit to Radio City, after which they were allowed to return to the hotel, quite exhausted, for a very welcome night's sleep.
The next day's activities included a flight over New York in a Boeing 247D, a broadcast from Radio City, and a memorable evening beach party at the home of Major Reid-Chambers at Hartington Beach, Long Island. The climate and the swimming were superb. To end the second day, a midnight picnic was arranged.
There was no respite on the third day, notwithstanding its being the Sabbath, because at 08.30 they left New York by train for Buffalo at the eastern end of Lake Erie, There were a few hours to spare prior to embarking in a paddle steamer bound for Detroit, so a memorable visit to Niagara Falls could be made, The team finally arrived in Detroit at 9 am on Monday, 29th June.
Accommodation had been provided at the Book-Cadillac Hotel for 400 aeromodellers, and that included two rooms for use as workshops! This arrangement worked very well until some of the 'gas job' enthusiasts decided to run-in their engines during the small hours of Tuesday morning - an activity which did not agree with other guests in the hotel. On the Tuesday morning the team was taken by coach to Wayne County Airport, and during the day the Americans decided their Wakefield and Moffett Teams and also held a contest for a magnificent cup presented by William B. Stout, the car and aircraft designer of the Ford Company. The British contingent was introduced to W. B. Stout and also to other dis-tinguished people in American aviation circles.
Bob Copland entered the 'Stout Cup Contest" and gained second place for a flight of 20 mins 7 secs (out of sight). Unfortunately, he lost his model, but happily it was not the one entered for the Wakefield Cup Contest. Albert Judge and Dennis Fairlie also entered and came twelfth and twenty-seventh respectively.
Wednesday, 1st July was to be a very hot day indeed and the teams set out for the airfield at an early hour. In the course of the contests held on the previous days, the British group had noticed that the timekeepers - US Army personnel - were permitted to follow the models by car and also that 'pushing' models on take-off was allowed. Rules for the contests were brought to the attention of the organisers, who were very co-operative. In addition, all the Wakefield entries, on British advice, were scrutinised. Such advice was considered sound enough for the British Team to be invited to run the Moffett Contest! During the morning, and before the Wakefield Contest started, HM Consul in Detroit, Mr L. C. Hughes-Hallet and Mrs Hughes-Hallet visited to wish the team luck.
That Albert Judge won the Wakefield Cup is now part of our history. The contest was, however, not without drama. Albert's first flight was 8 mins 17 secs and when winding his model for the second flight his motor broke. He rapidly repaired the fuselage and his second flight was 2 mins 16·5 secs. Albert's last flight was a 'cliff-hanger', in that Roy Wriston had totalled 12 mins 8 secs for his flights, unfortunately losing his model. This left Albert Judge to make a flight of at least 1 min 35 secs to win the cup. On winding for the third flight his motor broke again. After further rapid repairs he achieved a flight of 1 min 56 secs, winning the cup.
Bob Copland was third, Justin Allman fifth, Dennis Fairlie seventh, Alwyn Greenhalgh fourteenth and Harry Jones seventeenth. The latter two were very unfortunate because on one of their three flights, their models stalled, touching the ground after six and seven seconds respectively (the 'no flight' time was five seconds). Strange behaviour of these two models was due to undetected warping of the tailplanes in the intense heat. Among other 'names' in the results were Dick Everett (4th), Chuck Tracy (11th), Bill Attwood (15th).
The Moffett Trophy Contest was held on the next day, run by the British contingent. British models were flown proxy and put up a most creditable performance with A. Worley third, W. Worden fifth, A. Gibson sixth, H. Simmons ninth, and H. Francis eighteenth, flown by Copland, Judge, Jones, Allman and Fairlie respectively. The whole contest meeting was sponsored by the Detroit Times. Winner was Vernon Gray of New Zealand with a total of 44.14!
On conclusion of the contest. the group were taken to the Detroit Olympia from Wayne County Airport, where the Indoor Championships were in progress. This was the first time the British had seen microfilm models in full competition and very impressed they were
too. Bob Copland had taken along a couple of small microfilm models, showing that we were not altogether unaware of that branch of the sport in Britain.
After the Indoor Championships had ended, all 400 competitors assembled at the Detroit Masonic Temple for the prizegiving and a banquet as guests of the AC Spark Plug Company.
The British Team were staggered with the support for model aviation in the USA from all connected with full-size and model aviation. Two large tables were loaded with cups and trophies and there were several other prizes of 1,000 mile airline trips, many medals and more prizes of subscriptions and materials. Three of the cups, including the Wakefield and eighteen medals went to the British team - a very creditable performance. A quote from
one speech by William B. Stout is significant:
"All this work will lead to changes in construction of large planes, and designs are sure to come from someone in this audience. The next step is in your hands."
Returning to New York, the group boarded the S.S. Europa on 8th July, arriving at Southampton on the 13th. The same evening they were guests at a banquet given in their honour by Lord Wakefield, at the Monico Restaurant, Piccadilly, London. Two hundred
guests attended and amongst the speakers were Dr A. P. Thurston, President of the SMAE, Mr Percival Marshall, Lt Cdr H. E. Perrin, Secretary of the Royal Aero Club, and the six members of the Team.
Due to the kindness of Lord Wakefield, the success of the British Team and the vast effort of the SMAE resulting in the ability to send the Team to the USA, much interest in all aeronautical circles had been stirred, and it was clear that at last, in Great Britain aeromodelling had at last achieved the recognition it deserved.
It is fitting to conclude with the patron's message:
"My first words shall be an expression of my warmest congratulations to the winner of the Wakefield Trophy and to all the members of the British Team.
Their visit to the United States of America has not only been successful in its main purpose but has also been memorable as an international assemblage of enthusiasm for model aeronautics.
Those of us who have held some share in sponsoring this British delegation are deeply grateful to our American hosts, the Model Plane Committee of the National Aeronautical Association whose generous hospitality added so much to the pleasure of the tour. As
I myself have had repeated, personal experience of American traditions in this respect, I can imagine what happy memories of their journey the members of the British Team and their coadjutors will cherish.
I recollect that I have had knowledge of the work of the Society of Model Aeronautical Engineers for at least twenty-five years. During this time many of the early exponents of the model aeroplane have, as designers and engineers in the field of aviation proper, achieved well-deserved fame.
Today, the younger generation carries on this great experimental work with equal enthusiasm. The Team which we have just welcomed back from America is indeed youthful; it returns crowned with the laurels of victory, spurred on we may hope to future achievement. I am confident that success awaits many of them in other spheres connected with British aviation."
J. B. Allman (Leamington and Warwick MAC) 268.3 secs
A. Greenhalgh (Junior) (Lancashire MAS) 220.5 secs
D. Fairlie (Wembley MFC) 215.03 secs
H. A. Jones (Junior) (North Kent MAS) 166.9 secs
A. A. Judge (TMAC) 156.8 secs
R. Copland (Northern Heights MFC) 143.6 secs
Selected Team Manager was B. K. Johnson, then Chairman of the S.M.A.E. Harry York travelled with the team as press representative. Others in the party were J. C. Smith, the Competition Secretary, G. W. Greenhalgh and R. Trevithick. It was typical of Lord Wakefield that when he heard there were two 'Juniors' in the team, he donated an extra £60 (£530 in 1976) 'for their special care'.
Early on 20th June 1936, the party met at Waterloo Station for the rail journey to Southampton to board the Cunard Liner Aquitania, which sailed for New York later in the day.
A corridor of cabins was reserved to give adequate privacy for checking the aircraft when rigged. During the voyage the party was entertained by the Captain - Captain R. B. Irving - and also taken on a special conducted tour of the ship which included the engine and boiler rooms.
Docking in New York, they were met by Lieutenant J. Alden, Franc Zaic, Benny Shereshaw, Joe Young and many other notable American modellers. Officials from the United States aviation organisations included Lester D. Gardner of the Institute of the Aeronautical Chamber of Commerce in America. The party was driven to the Midston Hotel by the delightful Misses Hatch, Butler and Collins of the English Speaking Union, who had kindly provided cars for our stay in New York.
The hosts permitted just sufficient time for the visitors to settle in the hotel for a quick bath and change, after which the day was fully occupied with an official welcome by the Deputy Mayor of New York at the City Hall, an official luncheon, a visit to the Wright Aeronautical Corporation, then on to the Casey Jones School of Aeronautics followed by a dinner in their honour. Even then, the day was not quite finished, for they were driven back to New York
for a visit to Radio City, after which they were allowed to return to the hotel, quite exhausted, for a very welcome night's sleep.
The next day's activities included a flight over New York in a Boeing 247D, a broadcast from Radio City, and a memorable evening beach party at the home of Major Reid-Chambers at Hartington Beach, Long Island. The climate and the swimming were superb. To end the second day, a midnight picnic was arranged.
There was no respite on the third day, notwithstanding its being the Sabbath, because at 08.30 they left New York by train for Buffalo at the eastern end of Lake Erie, There were a few hours to spare prior to embarking in a paddle steamer bound for Detroit, so a memorable visit to Niagara Falls could be made, The team finally arrived in Detroit at 9 am on Monday, 29th June.
Accommodation had been provided at the Book-Cadillac Hotel for 400 aeromodellers, and that included two rooms for use as workshops! This arrangement worked very well until some of the 'gas job' enthusiasts decided to run-in their engines during the small hours of Tuesday morning - an activity which did not agree with other guests in the hotel. On the Tuesday morning the team was taken by coach to Wayne County Airport, and during the day the Americans decided their Wakefield and Moffett Teams and also held a contest for a magnificent cup presented by William B. Stout, the car and aircraft designer of the Ford Company. The British contingent was introduced to W. B. Stout and also to other dis-tinguished people in American aviation circles.
Bob Copland entered the 'Stout Cup Contest" and gained second place for a flight of 20 mins 7 secs (out of sight). Unfortunately, he lost his model, but happily it was not the one entered for the Wakefield Cup Contest. Albert Judge and Dennis Fairlie also entered and came twelfth and twenty-seventh respectively.
Wednesday, 1st July was to be a very hot day indeed and the teams set out for the airfield at an early hour. In the course of the contests held on the previous days, the British group had noticed that the timekeepers - US Army personnel - were permitted to follow the models by car and also that 'pushing' models on take-off was allowed. Rules for the contests were brought to the attention of the organisers, who were very co-operative. In addition, all the Wakefield entries, on British advice, were scrutinised. Such advice was considered sound enough for the British Team to be invited to run the Moffett Contest! During the morning, and before the Wakefield Contest started, HM Consul in Detroit, Mr L. C. Hughes-Hallet and Mrs Hughes-Hallet visited to wish the team luck.
That Albert Judge won the Wakefield Cup is now part of our history. The contest was, however, not without drama. Albert's first flight was 8 mins 17 secs and when winding his model for the second flight his motor broke. He rapidly repaired the fuselage and his second flight was 2 mins 16·5 secs. Albert's last flight was a 'cliff-hanger', in that Roy Wriston had totalled 12 mins 8 secs for his flights, unfortunately losing his model. This left Albert Judge to make a flight of at least 1 min 35 secs to win the cup. On winding for the third flight his motor broke again. After further rapid repairs he achieved a flight of 1 min 56 secs, winning the cup.
Bob Copland was third, Justin Allman fifth, Dennis Fairlie seventh, Alwyn Greenhalgh fourteenth and Harry Jones seventeenth. The latter two were very unfortunate because on one of their three flights, their models stalled, touching the ground after six and seven seconds respectively (the 'no flight' time was five seconds). Strange behaviour of these two models was due to undetected warping of the tailplanes in the intense heat. Among other 'names' in the results were Dick Everett (4th), Chuck Tracy (11th), Bill Attwood (15th).
The Moffett Trophy Contest was held on the next day, run by the British contingent. British models were flown proxy and put up a most creditable performance with A. Worley third, W. Worden fifth, A. Gibson sixth, H. Simmons ninth, and H. Francis eighteenth, flown by Copland, Judge, Jones, Allman and Fairlie respectively. The whole contest meeting was sponsored by the Detroit Times. Winner was Vernon Gray of New Zealand with a total of 44.14!
On conclusion of the contest. the group were taken to the Detroit Olympia from Wayne County Airport, where the Indoor Championships were in progress. This was the first time the British had seen microfilm models in full competition and very impressed they were
too. Bob Copland had taken along a couple of small microfilm models, showing that we were not altogether unaware of that branch of the sport in Britain.
After the Indoor Championships had ended, all 400 competitors assembled at the Detroit Masonic Temple for the prizegiving and a banquet as guests of the AC Spark Plug Company.
The British Team were staggered with the support for model aviation in the USA from all connected with full-size and model aviation. Two large tables were loaded with cups and trophies and there were several other prizes of 1,000 mile airline trips, many medals and more prizes of subscriptions and materials. Three of the cups, including the Wakefield and eighteen medals went to the British team - a very creditable performance. A quote from
one speech by William B. Stout is significant:
"All this work will lead to changes in construction of large planes, and designs are sure to come from someone in this audience. The next step is in your hands."
Returning to New York, the group boarded the S.S. Europa on 8th July, arriving at Southampton on the 13th. The same evening they were guests at a banquet given in their honour by Lord Wakefield, at the Monico Restaurant, Piccadilly, London. Two hundred
guests attended and amongst the speakers were Dr A. P. Thurston, President of the SMAE, Mr Percival Marshall, Lt Cdr H. E. Perrin, Secretary of the Royal Aero Club, and the six members of the Team.
Due to the kindness of Lord Wakefield, the success of the British Team and the vast effort of the SMAE resulting in the ability to send the Team to the USA, much interest in all aeronautical circles had been stirred, and it was clear that at last, in Great Britain aeromodelling had at last achieved the recognition it deserved.
It is fitting to conclude with the patron's message:
"My first words shall be an expression of my warmest congratulations to the winner of the Wakefield Trophy and to all the members of the British Team.
Their visit to the United States of America has not only been successful in its main purpose but has also been memorable as an international assemblage of enthusiasm for model aeronautics.
Those of us who have held some share in sponsoring this British delegation are deeply grateful to our American hosts, the Model Plane Committee of the National Aeronautical Association whose generous hospitality added so much to the pleasure of the tour. As
I myself have had repeated, personal experience of American traditions in this respect, I can imagine what happy memories of their journey the members of the British Team and their coadjutors will cherish.
I recollect that I have had knowledge of the work of the Society of Model Aeronautical Engineers for at least twenty-five years. During this time many of the early exponents of the model aeroplane have, as designers and engineers in the field of aviation proper, achieved well-deserved fame.
Today, the younger generation carries on this great experimental work with equal enthusiasm. The Team which we have just welcomed back from America is indeed youthful; it returns crowned with the laurels of victory, spurred on we may hope to future achievement. I am confident that success awaits many of them in other spheres connected with British aviation."
