AVIATION INDUSTRY SUPPLIERS IN KINGSTON

T. W. K. Clarke and Co. in central Kingston Established in 1906, Clarke and Co. moved from Union Street to Crown Works, High Street, Kingston and to Hampton Wick. They built two gliders in 1909 and 1910 and were suppliers to model aircraft builders. They advertised in 1913 as “contractors to HM Government for hydro- aeroplane floats” and in 1915 had a department making 2 and 4 bladed aircraft propellers.

The Cellon Dope Company built a factory opposite Leyland Motors in Richmond Road in 1929. Cellon specialized in dope for proofing aircraft fabric against air, oil, water and petrol from 1912. They moved on to Cellulose Lacquers and became one of two major paint suppliers to the British aircraft industry. In 1949 Cellon were advertising that they supplied every British aircraft manufacturer.

KLG & Smiths Industries Aviation in Kingston Vale from 1912 In 1912 Kenelm Lee Guinness (KLG) purchased the Bald-Faced Stag Inn on the London to Road (A3) at Kingston Vale and made his first sparking plug in a cellar workshop. By 1916 the factory was producing 2 Million sparking plugs per year, many of which were used in Sopwith Pup and Camel aircraft engines. The premises had to be extended during 1917 and by the end of the war employed 1200 people. In 1937 construction of a new and considerably larger purpose built factory commenced and the Bald-Faced Stag was demolished. Over 13 Million sparking plugs were made during WW2, many used in Hurricane, Spitfire and Lancaster aircraft. From the mid 1960’s the site focused on the production of Igniters and Thermocouples for new generation, high performance jet engines such as the Rolls Royce Pegasus, Adour, Olympus, RB199 and RB211 where they were used to start, relight and record engine temperature during operation and flight of the Harrier, Hawk, Concorde, Tornado and Boeing 747 aircraft. Nash and Thompson designers and producers of powered gun turrets in Tolworth Archie Frazer-Nash was well known as a motor racing driver. He started in business before WW1 with Ron Godfrey producing GN Cyclecars and in the 1920s produced Frazer Nash sports car in Kingston. He invented the Vickers-Nash crane safety indicator and continued as a successful inventor throughout his life. In aviation he is known as the inventor of the world’s first powered aircraft gun turret. The hydraulically powered Nash and Thompson turret was initially used on the Hawker Demon fighter. It was developed into the turret used on many World War Two bombers including the Vickers Wellington. They were produced at Tolworth and Yate near Bristol.

Reid and Sigrist Ltd made aircraft instruments in Kingston from 1929 to 1947 when the factory at Shannon Corner was bought by Decca Reid and Sigrist was set up in 1927 to build instruments partly financed by Fred Sigrist, a Director of . Specialising in gyroscopes they also invented the Reid blind flying panels incorporated a unique turn and bank indicator. These were adopted for night flying by the RAF and were first used in the Hawker Tomtit trainer with the trainee’s view obscured by a hood. Their metal treatment factory also did aircraft work. FLIGHT, 13 April 1951 421 THE FINISHING TOUCH

Cellon Celebrate 40th Anniversary

Handsome is as handsome does : the administrative block of the company's factory at Kingston~on-Thames.

UST over 40 years have elapsed since a young man works was begun, and complete transfer was effected by named Wallace Barr, deeply interested in the intense Development of synthetic-resin finishes helped to win new con- J contemporary problems of the aviation pioneers in tracts from the building and decorating industries, and, by 1935, Britain, formed a company for meeting one of their most only 15 per cent of Cellon's output was for the aircraft industry. vital needs—reliable doping solutions for aircraft fabrics. As the Services expanded to meet the threat of war, so this Through ingenuity and hard work, he produced the right proportion increased again, and from 1939-45 the company was materials at the right time. His one-man concern, Cellon, Ltd., almost entirely concerned with dopes and finishes for aircraft. has since grown with the industries it serves to achieve a world- To ensure an even flow of these materials, even if manufacturing wide reputation—applying all the time the simple principles of centres were damaged by enemy action, Cellon were asked, in 1939, that early success. to collaborate with eight other manufacturers in evolving a scheme When Cellon was born, on March 7th, 1911, various mixtures of standardization of formulae for dopes and finishes. This were being applied, with indifferent success, to the fabric of wings scheme, largely organized by Cellon, proved completely successful and tails, with the object of tautening the surfaces into aerofoil throughout the war, and output was not severely reduced when sections which would stay in shape after a shower of rain. some of the member-companies suffered bomb-damage. A method employed by one of the earliest manufacturers, During the war Cellon suffered a serious loss when its founder A. V. Roe, involved the use of stiff, glossy-surfaced packing paper. and managing director, Mr. A. J. A. Wallace Barr, was killed by In 1911, the founder of the present concern was, in feet, the enemy action. He and his wife lost their lives at Sunningdale in first of the pioneers to turn hopefully to Cellon, when he placed a tip-and-run raid on February 23rd, 1944. The founder's name an order for ten gallons of Mr. Barr's promising new varnish. The is retained in the firm by a son, Mr. Aubrey Barr. The joint original Cellon dope, mixed by Barr in a small shed at Clapham, managing directorship was taken over by Mr. W. J. Shilcock, then was based on cellulose acetate. Appropriate plasticizers and a sales director, and Mr. H. Lazell, the technical director, who are solvent—amyl acetate—were added, and the complete mixture was still in control. Mr. Shilcock joined Cellon two years after its stirred in a ten-gallon drum with a broom-handle. formation, and Mr. Lazell from A.I.D. came to it in 1918. Energetically, Mr. Barr demonstrated his product at every centre In recent years, of course, the demand for dope has decreased, of aeronautical activity, and its value was quickly appreciated. By and much research has been directed towards the development of November 16th, 1912, Flight was able to report: "In addition to protective external and internal finishes for metal aircraft— the Cody biplane which won the two chief prizes in the Military particularly high-speed machines. The exterior of a jet fighter Aircraft Competition, other machines doped with Cellon secured based on a tropical airfield, for example, can suffer a temperature prizes to the value of about £1,000. Other successes with machines change of perhaps 150 deg. F. after climbing to 40,000 ft. This so doped were Mr. T. O. M. Sopwith's Bleriot, which was awarded might be followed by a high-speed descent through a hailstorm, the Gold Cup and £250 in the Aerial Derby . . ." producing effects which could damage the metal skin, quite apart As the demand for Cellon materials increased, facilities had to be from its thin film of finish. Under such conditions, small losses arranged for their manufacture by a large Stratford chemical of paint on certain parts of the aircraft would be inevitable. company. Intensive production for military purposes was fore- Nevertheless, the anti-corrosive and anti-drag properties of a suit- shadowed by a 5,000-gallon order from the Government. By 1916, able finish, properly applied, are thought—in Britain, at least—to the productive capacity of Cellon's sub-contractor was exhausted, outweigh the disadvantages. Camouflage, in any case, will continue and the company was established as Cellon (Richmond), Ltd., in to be a requirement for many military aircraft; and few civil premises of its own at Richmond, a few miles from the site of the machines look their best in a completely "unfinished" state. In present works. During the 1914-18 war, nitro-cellulose was addition to producing external finishes for Service and civil air- adopted as a base for aircraft dopes and, in addition, the firm began craft, Cellon offer numerous allied materials—primers;fillers; and to develop and market finishes for industrial and domestic use. finishes for the wood, leather and fabric interior furnishings; This proved a wise move, for the company continued to prosper quickly removable colours for marking stored metals or painting after the war without the support of large contracts for aircraft racing numbers; paint removers; degreasing and paint-removing firms. Nevertheless, the aviation side of Cellon's activity was not liquids; engine enamel; and hand-wash. Other well-known Cellon neglected during the inter-war years; research work continued and products are Birlon, a transparent plastic film for temporarily the company's name was often to be connected with notable protecting sheet metal—which may be press-formed inside its thin, record-breaking nights and famous air-racing performances. Even easily applied Birlon coating; and pre-treatment primers which m recent years, austerity notwithstanding, Cellon have attempted etch into metal surfaces to form a very thin but highly effective to retain some of the pre-war atmosphere at air-race meetings by inhibiting film. The items named represent but a small fractior providing a racing-number service free of charge. Cellon were one of Cellon aviation products, which, broadly speaking, might bt of the first companies to employ (in the 1920s) its own aircraft— said to provide protection and decoration for any complete aircrafi a Moth, which was raced on occasions in the King's Cup by Jack or any part of it, inside and out. In turn, aviation today absorbs Cantrill, a former instructor whose pupils included the late Amy only about a fifth of the entire range of Cellon materials, which Johnson and Winifred Spooner. Mr. Cantrill, still with Cellon, serves practically every industry, providing industrial, wood, today handles sales of all the company's aviation materials. coach, car, marine and household paints and finishes. Cellon's first customer, the industry which it has served so well and In 1927, the firm's Richmond works proved inadequate for the consistently for 40 years, would, if the need arose again, have first demands placed upon it by the increasing orders which rewarded call on the company's resources for research ^and^production. Mellon research in all fields. Construction of the present Kingston

(Left) The largest Cellon-ftnished Service aircraft: Coastal Command's Shackle- ton. (Right) Early days: the first Cellon works at Richmond in 1916. The Aero Golf Society

Foundation

The Aero Golf Society was founded in 1922. Whilst its precise origins are now obscured by the mists of time the original idea of a golfing society started life at Martlesham Heath1 (then the home of the Aeroplane and Armament Experimental Establishment - A&AEE2). The original format was for a Contractor’s Dinner held on a Saturday night, golf being played on Saturday against the A&AEE and on Sunday against the Marine Aircraft Experimental Establishment3 (MAEE); the idea being to return the hospitality extended by designers and test pilots of companies whose aircraft were undergoing tests and who, when staying in the vicinity, invited Martlesham Heath officers to dine, play tennis and golf.

The founders are thought to be: A E Wallace - Barr4 - Cellon Ltd5 - AGS Captain 1930 Percieval Barry - AGS Captain 1928 Commander Wilfrid Briggs RN - AGS Captain from 1922 to 1924 C R Fairey - Fairey Aviation - AGS Captain 1927 L V Peakes Harold Perrin - Secretary, Royal Aero Club

From its early beginnings the Aero Golf Society drew its members being from the entire spectrum of UK aviation; military, civil, manufacturing industry and specialist sub-contractors. The society has operated continuously since 1922 with a short break during World War II, from 1940 to 1945. A glance at the list of Past Presidents and Past Captains includes many illustrious names of those who founded aviation in the UK, beginning with our first President, Lord Brabazon of Tara, GBE, MC, PC, which suggest that there was a connection between the society and the Royal Aero Club.

The Royal Aero Club was founded in 1901 by Frank Hedges Butler and for nearly half its life the Club was run by its remarkable Secretary, Commander Harold Perrrin, known as ‘Harold the Hearty’, an early balloonist, brilliant organizer and superb

1 http://www.mhas.org.uk/history/index.html

2 http://en.wikipedia.org/wiki/Aeroplane_and_Armament_Experimental_Establishment

3 http://en.wikipedia.org/wiki/Marine_Aircraft_Experimental_Establishment

4 A J A Wallace-Barr founder and Managing Director of Cellon Ltd. Wallace_Barr and his wife lost their lives to enemy action in a tip-and-run raid at Sunningdale on 23rd February 1944. http://www.flightglobal.com/pdfarchive/view/1951/1951%20-%200681.html

5 Cellon Ltd - see http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200825.html The Aero Golf Society raconteur who fostered and encouraged the members’ natural bent towards enthusiastic, determined and argumentative individuality in the battle against authority to establish the right to freedom in developing Britain’s remarkable lead in aviation. Harold Perrin was one of the founders of the Aero Golf Society and his role is commemorated in the Harold Perrin Trophy awarded annually for the lowest aggregate by players under 14 handicap.

Trophies and Meetings

There is a notice published in Flight magazine of 17 July 1924, in the diary of forthcoming events for the Royal Aero Club, of a meeting on 2nd October of the Aero Golf Society, Autumn Meeting held at Moor Park Golf Club for the AGS Challenge Cup presented by Cellon (Richmond) Ltd.

The Society’s golfing calendar comprises four matches and a number of meetings played over the years at reputable golf clubs in the South of England. The matches are against the Golf Society - for the ‘Perfect Green’ Trophy - the Army Officers Golf Society - the Westland Augusta Trophy - the Golf Society - The Keith Davies Cup - and A&AEE Boscombe Down for the Trophy. Frederick Handley Page was Captain twice, in 1932 as F Handley Page and again in 1946 as the first Captain post war as Sir Frederick Handley Page.

Our oldest trophy, the Flight Challenge Trophy - currently played for at the Summer Meeting held at The Berkshire Golf Club - first winner W A Bristol in 1923. The Aero Golf Society Handley Page Trophy, awarded to the winners of the annual match between the Society and A&AEE, Boscombe Down - first winners recorded as Martlesham Heath in 1932.

APRIL 17TH, 1941. 287 "DOPE" From Cellulose Acetate to Synthetic Finishes Changing Requirements Produce New Materials and New Methods

ON March 7th of this year it was thirty years since the manufacture of aeroplane dopes began in a very small way. The history of "Cellcn" is outlined in the following notes HE very earliest of British air- his earliest aeroplanes. , This paper interrogative fingers on the panels to np craft pioneers had many prob- I en had one side coated with some glossy hear them ring. Sometimes a doubt- v—t -*- lems to solve. Not only were substance, but it would not remain ing Thomas would object that tht-re they almost entirely " in the dark " as taut nor, or course, was it waterproof. was no telling how much of the taut- regards aerodynamic efficiency and This state of affairs continued for ness was due to the dope and how structural strength, but no informa- two or three years, and then appeared much to the initial tightening of the tion was available concerning the on .the scene a young aviation enthu- fabric. A demonstration was soon proper methods of making their wings siast by the name of Wallace Barr. arranged, the fabric tacked to the retain that aerofoil section which they He had got hold of a recipe for a pre- frame at whatever tautness the de- had designed with so much loving paration which would not only make signer chose, the dope applied and care. All manner of expedients were the fabric covering waterproof but, allowed to dry. Usually the result- tried. Some stitched linen fabric on what was better still in those days, ing drumming was music to the air- the wings, and then attempted to make when no one flew in bad weather any- craft designer's ear, an order would the fabric airtight by brushing some way, it would tighten the fabric. Few follow, and it was not long before concoction such as sago, tapioca or were the aerodromes in those days at aeroplanes began to fly with wings and glue into the linen. A. V. Roe (now which Mr. Wallace Barr did not ap- fuselages doped with "Cellon," the Sir Alliott Verdon-Roe), ever' in- pear with his doped panels, and few name which Mr. Wallace Barr gave genious, used a stiff packing paper on were the designers who did not tap to his dope, and which has since be- come world-famous. The original Cellon dope had cellu- lose acetate as a basis, and to it were added the appropriate plasticisers and solvents (the latter was amyl acetate). In those days the firm was very much a one-man-band. Mr. Wallace Barr, the managing director, would attend to all business affairs at his office. Then Mr. Wallace Barr, the sales director, would visit works and aero- dromes, give demonstrations, and take orders (sometimes). In the evening

Mr. A. J. A. Wallace Barr (left), man- aging director of Cellon, Ltd., started his famous firm as a one-man affair.

Mr. W. J. Shilcock, sales director,plots his curves. (Left) In the laboratory. Mr. H. Lazell, technical director, inspecting test panels with the chief chemist, Mr. W. F. Wilson. MARCH 2ND, 1944 FLIGHT 220

to be provided for). The idea of this service is to provide SAFETY IN THE AIR de luxe accommodation on the longer Empire or trans- Continental routes. Long hops between principal points would again be the rule, with on-carrying once more per­ all, such a speed over any route shows a time saving that formed by local feeder lines, as in (1), but the flying would 110 form of surface transport can possibly compete with, be limited to between 0900 and 1700 each day. Such an and should be developed economically on that basis. I aircraft would cruise at about 250 m.p.h., so should cover have not the slightest doubt that, with more efficient air­ about 2,000 miles a day. Passengers would thus be able craft and power units, combined with other developments to have a good breakfast before they started (thus avoid­ of which we are only on the threshold at present, com­ ing the unpleasantness of very early rises), in addition to mercial speeds will eventually materially increase, but not arriving at their nightstop in timy for tea (assuming this just at present. custom is universally perpetra^d), a bath, change, and A considerable amount of development should be given a full" evening's enjoyment of dining in comfort, sight­ to the lower end speed scale ; aircraft are landing much seeing, conducting business, or even a mere lowly pub- too fast, and although high landing speeds are quite admis­ crawl! With an "Express" service in addition to this sible when you have a large and well-equipped airport to "Main Line," the likelihood of having passengers travel­ put down on, with a runway of some 2,000-3,000 yards, ling on a matter of life and death on the latter service, it is quite another matter if you are obliged to land hur­ and consequently being upset by a leisurely evening, vould riedly at some small intermediate field, or even on no not arise. Also, it would not be such a strain as present field at 'all. This comes back full-circle to the ever-present schedules on the elderly and /or infirm, besides limiting problem of safety, and I think that the fullest possible the necessary catering, to light, though well served, meals investigations should be made into the question of the in the air, and thus avoid past unsuccessful endeavours optimum employment of slots or flaps or any other device to serve heavier and hot meals. In addition, the latter which will ensure the lowest possible stalling and landing consideration would reduce the weight of the buffet equip ~k speeds. And my final remark on this subject is that the ment required. ~ danger of fire in a crash must be virtually eliminated ; there is no more horrible thought than that of being roasted A Use for Old Aircraft alive in a burning aircraft, when the elimination of the fire danger might result in nothing worse than a few Although I have indicated, that night-flying on such a scratches or bruises. service will inevitably .cotneT I. do feel that at least one kind of service should night-stop as outlined above, and that the class of passenger indicated would be the most Types of Service likely to pay for it. The last salient point is the choice of types of service (3) The above considerations also lead one to believe which we should offer to the public. that there might well be scope for a third type of pas­ These may be roughly divided as follows: — senger (and other load) service which might be termed (1) "Express" or "Mail Express." " Tourist" or " Cabin " for want of a better name. This (2) " Main Line " service. would be slower than the "Express" or "Mam Line" (3) "Tourist" or "Cabin ' service, failing a better services, and would cater chiefly for freight, although name. having accommodation for a limited number of passengers "Express" or "Mail Express."—Fastest possible ser­ and parcel mail. This could well be operated by obsoles­ vice, carrying chiefly surcharged mail, but with accom­ cent aircraft, thus utilising them to the fullest extent, and modation for a few urgent passengers, not necessarily in would call at more places on any given route—in fact, a great comfort, and some urgent freight. sort of bus service. Such a service would operate on day This service would be operated by specially designed and night schedules, and I am very keen on sejnng all ser high-speed aircraft, not necessarily very large, operated vices do so wherever practicable, in view of the greater by crews in relays. They would operate at high frequency economy obtained by operating machinery for as many by day and night, and stop (and exchange loads) at prin­ hours out of the twenty-four as possible, and because this cipal points only, on-carrying to other cities and towns eliminates an advantage which surface transport would on the system being conducted by local feeder lines. otherwise have over us. (2) "Main Line."—-Not so fast as "Express" and Thus, very briefly and sketchily, have I outlined my operated by larger aircraft, carrying all-up mail, passen- views of what we should aim for. There are several points /*, gers in the greatest comfort, and freight. They should which I have not been able to mention, e.g., landplane or 'operate on a reasonably high frequency, but not necessarily flying boat?, high-wing, low-wing or flying wing?, pres at night. (In this respect, though, night flying for all sure cabins?, passengers' comments and complaints, cater classes of traffic is inevitable and desirable, and will have in'g problems, loa^rffg baggage and sorting mail, etc., etc.

HEATH OF WALLACE III It II TI7ITH the death of Mr. Wallace Barr, as a result of From those modest beginnings Wallace Barr built up the ^* enemy action, British aviation has lost one of its best great business which made Cellon world famous. Dopes of known and most popular figures. The tragedy is a double the cellulose type played an important part in British avia one in that Mrs. Wallace Barr lost her life by the same tion in the days of fabric covering, but Wallace Barr saw homb. Their son, who is in the Royal Air Force, was home farther afield, and in time his company achieved renown on leave and was injured, while his married sister escaped for its paints, varnishes and lacquers, qot only in their with her baby. application to aircraft but to buildings and other things. A. J. A. Wallace Barr was born in London in 1889. He Wallace Barr was one of those somewhat rare men was a nephew of Lt. Cdr. H. E. Perrin, secretary of (although we have not a few of them in the aircraft indus­ the Royal Aero Club, and a frequent visitor to the club try) whose charm is not dimmed by worldly success. To throughout his aeronautical career, which began in 191 r, the very end he retained an almost boyish enthusiasm, and when he founded Cellon, Ltd., to manufacture aircraft in the days before the war there were few flying meetings dopes. The business began in a very small way, with or other aviation events at which he was not present. "Wallace Barr as managing director, staff and general British aviation is very much the poorer for his passing, factotum combined in his person. He it was who intro­ and to his son and daughter we extend our sincere sympathy duced to this country aircraft dopes of the cellulose type, in the loss of their parents. which were a great improvement compared with the The funeral was held at Golders Green Crematorium last materials then in use. Saturday. Many members of the aircraft industry attended. 888 FLIGHT, 24 June 1955 CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters.

Camels Preserved slots, otherwise the working-section pressure could never be A FTER reading Mr. P. G. Cooksley's letter on page 669 of the greatly different from ambient. -**- May 13th issue of Flight, headed "Camels Preserved," I This simple ventilated throat has been found wholly to wonder whether it might be of interest to point out that the eliminate choking at any Mach number, including unity, assuming machine has been masquerading since its recent restoration a reasonable size of model for the working cross-section. under a false serial number? This has been remedied during the A development of the idea is to employ fine perforations instead past few months and the aircraft now bears its true N6812. The of slots. These holes, while rendering the same non-choking ser- restoration was carried out by the R.A.F. who unfortunately vice, also create a "fuzz" of shocks along the floor and ceiling of returned the Camel for some reason with the wrong number and the working section and tremendously reduce the strength of who have lately rectified the mistake. reflected shocks. From your description of the Whitley tunnel, Perhaps Mr. D. F. Taylor (Correspondence in the same issue) it is clear that reflected shocks are still a problem to Armstrong would like to know that the 1926 Westland-'Hill Pterodactyl Whitworth. J8067 has been on show for some time past in the main ground Perhaps Dr. Hilton would like to comment on whether he floor hall of the Science Museum. This may be the one that he does, in fact, feel that his tunnel lacks any really advantageous has in mind. features. Finally, I should like you to know that the great deal of work London, W.I. PROBER. that must have gone into your recent Military Aviation Number is certainly appreciated. It was a first-class issue. Indonesian Aircraft South Benfleet, Essex. P. M. H. LEWIS. N your issue of May 13th , 1955, dealing with World Military I Aviation, you stated on page 639:—"The first aircraft designed and built in Indonesia . . . designated NU-200 Sikum- High-speed Tunnels bang . . ." Here, I'm afraid, I must disagree with you. It is T7ROM your lucid and concise description of Armstrong Whit- the third machine to be built and designed there; the first was •*- worth's new high-speed tunnel [June 17th] it is apparent that the NWG-1, designed by Major Nurtani in 1946. It was an this installation is one of the finest and most valuable in Europe. open-fuselage glider with a rectangular high wing, and was One point, however, does come to mind, and, as the cost of such based on the Zogling type gliders. It was used as an evaluation tools is enormous—presumably falling entirely upon the tax- machine for air-cadets; only six examples of this machine were payer—it may be worth drawing attention to it. built at the A.F. Base, Maospati, Madiun, Java. You state "top and bottom of the working section were The second machine was built in 1947 in the remarkably machined from iron castings," from which it seems clear that the short period of five weeks (which time included the designing, floor and ceiling of the working section must be completely constructing and test flying) by Air Vice-Commodore Wiweko impervious to air. It can be concluded, therefore, that this tunnel Supono and was designated the Wiweko WEL-1. does not employ the ventilated throat, which in America is con- This was a single-seat light parasol-winged monoplane sidered to represent the greatest single advance in tunnel design in powered by a 28 h.p. Harley-Davidson motorcycle engine recent years. The principle is, briefly, that (in the original con- driving a two-blade tractor airscrew. ception) longitudinal apertures were cut in the top and bottom of May I take this opportunity of saying what a really worth- the throat and working section, so permitting air to bleed out of while magazine you produce? I would also like to congratulate the tunnel proper and back again at the downstream end of the Mr. J. M. Bruce on his excellent articles on 1914-18 aircraft. working section. A sealed box is, of course, attached over the London, E.6. J. E. COURT. THE INDUSTRY Prizes for Bristol Apprentices school. The report of the year's activities was presented by the principal of the school, Mr. E. G. Sterland, who said that it had PEAKING at the recent annual prize-giving to Bristol Aero- been a busy and successful year. The number of apprentices S plane Company apprentices Mr. , chief exe- cutive of B.E.A., said: "I can say with all sincerity that you have under training had risen to 1,126 in 1954 and was probably about chosen about the most fascinating, and in these days the most a hundred greater now. valuable, field of contribution to human progress." Mr. Masefield, who had arrived from Gatwick in a B.E.A. Towards More Efficient Production Sycamore, said that the next ten years in engineering, and especi- HE first issue of a new quarterly publication—Materials ally in aviation, might be the most important since the industrial THandling News—will be published on July 1st by Mechanical revolution. "I think our job is to make sure that we are fully Handling. The new journal deals with all types of labour-aiding equipped for it," he said. machinery, and is mainly intended for the many firms which still "Here in Bristol," he continued, "is perhaps the most important do not make the maximum use of mechanical handling. civil aircraft of this age. The importance of the Britannia is This issue will show, among other things, the saving in money tremendous. I think that it will be one of the best airliners in and man-hours to be gained by efficient mechanization. the world for the next decade." Materials Handling News is to be published quarterly; poten- Mr. Masefield had been introduced by Sir Reginald Verdon tial users who wish to receive copies should write to Dorset Smith, Bristol chairman and managing director, who told the House, Stamford Street, London, S.E.I. audience (which included representatives of local educational bodies as well as apprentices and their parents) that next year's prize-giving would be held in the company's new apprentices' IN BRIEF Cellon, Ltd., of Kingston-on-Thames, announce that Mr. Mr. Peter Masefield, at Filton, presents Sir Stanley White's Prize, for Aubrey Wallace Barr, M.A.(Oxon.), has been appointed to the fifth-year aero engine apprentices, to M. R. Williams. Board. Mr. Barr has already spent several years in various depart- ments of the company, and his acceptance of a position on the Board is particularly appropriate when it is recalled that his father, the late A. J. A. Wallace Barr, founded the company as far back as 1911. * * * A noteworthy export order has just been secured by Valay Industries, Ltd., of 186 Campden Hill Road, London, W.8, makers of "Wadpol" aircraft polish (described in Flight of August 20th, 1954): they have been asked to supply, urgently, 20 gallons of "Wadpol" for use on the President's Super Constellation. The preparation has full U.S.A.F.E. approval, and in this country is approved under D.T.D.900; it was originally formu- lated in 1950 for use on the Vickers Viking aircraft of the King's Flight. f IGHT, 15 June 1961 835

FIFTY YEARS OF FINISHES

CELLON LTD CELEBRATE THEIR GOLDEN JUBILEE

Top, the main Cellon works at Richmond Road, Kingston-upon-Thames. Left, the World War I factory at Richmond. Right, A. J. A. Wallace Barr, the company's founder (in sports jacket) with C. F. Cody, who used Cellon dope on the biplane with which he won the 1912 Military Trials

NE of the many problems of the constructors of the earliest company operated under the title of Cellon (Richmond) Ltd. aeroplanes was to find a satisfactory method of keeping With the end of the Great War the need for aircraft dope slumped O fabric lifting surfaces sufficiently taut for reasonably aero- practically to zero. Although the word "diversification" was dynamic efficiency. In this, as in many branches of the aeronautical probably then unknown in its present popular context, the com- art at that time, the French were ahead of us. pany had laid plans for jusc such a policy; they developed success- A little over 50 years ago, in the spring of 1911, A. J. A. Wallace ful industrial and decorative finishes, gradually making increasing Barr was experimenting with cellulose acetate solutions for the use of raw materials widely different from the old-established purpose of manufacturing fabric dope. He worked practically celluloses. Nevertheless, the aircraft side of their business was not single-handed in a small shed at Clapham, in South-West London, neglected; and, as fabric-covering began to give place to plywood but he soon reached a stage when he could offer a satisfactory and metal, Cellon developed and manufactured finishes which product to aeroplane-builders. Quite near by, under the railway would give good results on such surfaces. The slowly growing arches at Battersea, the were building their early commercial-aircraft market was well catered for, and in the military aircraft, and they became his first customers. Wallace Barr had field came the first demands for high-speed finishes; here, for meanwhile become interested in a company which had acquired example, Cellon were called upon to meet the exacting require- patent rights for cellulose-acetate solutions developed on the ments of the Schneider Trophy S.6Bs in the matter of Continent, and soon afterwards a small company was formed of high airspeeds and resistance to salt water. which he was both secretary and chief salesman. By 1927 the demand for new industrial and aircraft finishes had That was, in effect, the birth of Cellon Ltd, who this month are outstripped the capacity of the Richmond works, so a five-acre accordingly celebrating the fiftieth birthday of the product which site was purchased on the northern outskirts of Kingston-upon- first made their name famous, though in fact it was to be another Thames. Here a factory was built (with a frontage that remains two years before the company was founded by Mr Barr under its aesthetically pleasing even by today's standards) and went into present name. production early in 1929. Soon after the Short brothers began te use Cellon other pioneer In 1936 Cellon Ltd became a public company; and at about this constructors followed suit, among them the British and Colonial time, with the horizon already darkening for war again, new produc- Aeroplane Co (now Bristol), A. V. Roe, S. F. Cody, T. O. M. tion shops were added to the works and the office block was almost Sopwith and Robert Blackburn. doubled in size. In 1913 Wallace Barr received his first Government order for Between 1939 and 1945 Cellon's resources were entirely devoted aeroplane dope, and it was in the latter part of that year that to the war effort. Under the direction of the Ministry of Aircraft Cellon Ltd was formed, arrangements for large-scale production Production over 80 per cent of the output of finishes went to the of dope being made with Thomas Tyrer & Co, a chemical firm in major aircraft constructors; the remainder was destined for the . But there was still no British source of armoured fighting vehicles, for motor torpedo boats, for the camou- supply of the basic material, cellulose acetate, and Wallace Barr flaging of buildings and for many other defensive and protective had to obtain supplies from France; after the outbreak of the purposes. Cellon cellulose dopes and synthetic finishes were used 1914-18 war he made many trips across the Channel for this on such famous aircraft as the Hurricane, Spitfire, Blenheim, purpose, flying in RFC aircraft. Later the problem was to be simpli- Wellington, Mosquito and Lancaster. For the first time, the com- fied by the development of cellulose-nitrate dope, though for some time its use was confined to second-line aircraft. In a war in which practically every aeroplane was fabric-covered, the Government's demand for dope was insatiable. Cellon Ltd acquired a factory at Richmond, , very small by comparison with what was to come later, yet capable of producing the as yet imcomplicated product in large quantities. At this period the

One of several recent extensions to the Kingston works is the paint aPplication laboratory. This is one of its twelve well-equipped rooms FLIGHT, 11 October 1957

HOT FAVOURITE in the NATO light strike tighter contest (see this page) is the Fiat Q91 [Bristol Orpheus) shown here sectioned.

Orpheus 12 engine was then noted. This engine is slightly larger ment authorized a design study, and within two months the first wind- than present BOr.3 and requires greater air-intake capacity and tunnel tests were being run. . . . "Wind-tunnel limitations caused Avro engineers to explore further more fuel. It is a moot point, therefore, whether the present techniques for obtaining important aerodynamic data. Eleven large- airframes can be said to represent the final production models scale free-flight models with rocket-propelled boosters were fired at since these will now have to be fairly extensively reworked. ranges in Canada and the United States between 1954 and January Nevertheless, the deliberations continue and, after tactical trials, of this year. . . . a decision on production is hoped for during the next few months. "During 1954, when preliminary design was completed, the Royal The 27 Fiat G91 already ordered will be used in an experi- Canadian Air Force adopted the CF-105 designation for the aircraft. mental squadron investigating tactical applications for light strike Later in 1954, powerplant problems arose which required major changes fighters in general. The Fiat G91, incidentally, is reported to in the proposed programme. The Rolls-Royce R.B. 106 engines [not have performed remarkably well at Bretigny. previously publicly mentioned—Ed.] would not be available in time for the CF-105, and were replaced by two Curtiss-Wright J67 engines [developed from the Olympus—Ed.]. Then, in early 1955, the U.S.A.F. Antarctic Rescue disclosed that the J67 would also not meet the Avro schedule. At this T^WO members of the British Transantarctic Expedition, F/L. point the programme now in effect was established—the installation of ••• G. Haslop and Dr. A. Rogers, were rescued last week after Pratt and Whitney J75s, as an interim measure, and Orenda PS. 13s having spent 11 days on the ice following a forced landing in (Iroquois) when they become available. their Auster owing to bad weather. "From the time the basic configuration was established to the end of 1956, up to 460 engineers, technicians and draughtsmen worked on In a dispatch from Shackleton base the leader of the expedition, the design and development of the Arrow and its systems. Aerodynamic- Dr. V. E. Fuchs, described how the rescue was accomplished ally the Arrow was entering a new realm of science. Performance, by the use of the "Sarah" air-sea rescue system. S/L. J. Lewis, stability and control problems were difficult to evaluate, and data had to with Mr. D. Stratton as his navigator, took off from Shackleion be obtained to establish air loads on the wing, fin, canopy and control in an Otter to try to locate the Auster. They set course for Halley surfaces . . . Bay and then flew 40 miles beyond it, but finding nothing "The procurement department began negotiations which resulted in returned to Halley to refuel. Before taking off again they set up a over 650 suppliers being established, and, as the programme progressed, Sarah beacon there, and meanwhile Shackleton had told Haslop more than 5,000 people were found to be employed outside Avro in to switch on the Auster's Sarah. The Otter picked up its signal the manufacture of Arrow parts and tools. . . . The first Arrow was com- only 20 minutes after being airborne, and shortly afterwards pleted in under 30 months from the first design-release. In addition, the man-hours-per-pound expended on the first machine were approxi- landed beside the Auster, which was subsequently refuelled. mately 80 per cent of that of projects of similar size and complexity Both aircraft then flew together back to Halley Bay. Dr. Fuchs throughout the aviation industry in North America. reports that the stranded men—"both well, although somewhat "It is now four years since the design started. This is considered better thinner"—had been living in a hole in the snow, protected by than average for the time required to design and build present-day high- the Auster's engine cover. performance aircraft. The present Arrow is on the threshold of the heat barrier, and studies are now under way to adapt the aircraft for even higher speeds to pierce this barrier." The NATO Contest THE NATO Contest handling trials of the five NATO strike •*• fighters were completed last Saturday at Bretigny, near Paris; and the committee headed by Dr. von Karman, President of A.G.A.R.D., is now deliberating on the pilots' reports. The tests covered the normal flight conditions generally investigated during the fairly early test-flying period, though handling during taxying on and flying from rough ground was included. Full-load take-offs and landings with the required armament loads were also made. In cases where intimate acquaintance with the aircraft was required to obtain optimum performance, company pilots were substituted for the NATO team. A German test pilot flew the five aircraft in a separate evaluation for the German Government, which has shown great interest in the types. A full description of the French aircraft concerned appeared in Flight for June 7; and the difficulty of installing the larger PRESENTED by Cellon, Ltd., with Roy NockoJds' oil painting of the formation aerobatic Hunters (which wear the company's epoxy finishes) at the Farnborough display: No. NJ Sqn., whose CO., S/L. R. Topp, is seen after receiving it with Mr. Aubrey Barr (left) director; Mr. Nocko/ds; and W/C. J. C. Cantrill, manager, aircraft finishes dept. The aircraft are finished in the Cellon "CC" scheme in black (which shows them up well) and it is said to have been "eminently satisfactory." "Flight" photograph FLIGHT MAY 30, 1930

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DOPING WITHOUT A SHOP The rapid advance in the design and performance of the fuselage model was soon in evidence. SUALLY one associates with the process of applying Mr. A. M. Willis got his model away perfectly into asligh- dope to aircraft fabric a shop in which all sorts of breeze. The model climbed steadily in large sweeping circles u precautions have to be taken. The temperature and soon attained an altitude of about 120 ft. It continues has to be kept fairly high, 65-70° F., and the relative humidity to circle without losing height, until the power ran out afte; must not exceed 80 per cent. Ventilation must be the best about 60 seconds, then the model seemed to hover for somi possible, and so forth. The idea that it is possible to dope time before it came gliding down slowly, finally to touch an aircraft in the open air does not occur to one, or if it does, ground after the record-breaking flight of 97^ sec. duration one thinks of it as a sort of unattainable ideal which would an improvement of 12-i sec. on the existing" British recon; be very convenient indeed, but which one has no hopes of for this type of machine. realising. Consequently, it comes as something of a surprise Messrs. Bullock, Pelly-Fry, Newell, Ives, Welding and to learn, from Cellon, Limited, that such a very convenient Gibson each put up magnificent flights at a great height procedure is not an ideal but an accomplished fact. Thanks their models making perfect three-point landings. However, to Mr. Wallace Barr and his chemists, it is now possible to Willis's effort could not be equalled, although Ives cami dope any aircraft part, or a complete machine, out in the near it with a flight of 84 J sec. open, where the fumes are carried away by the wind without The flying was, without doubt, the best ever seen at Wimble the need for an expensive ventilation plant, etc. Moreover, don Common. the new doping scheme permits of working in quite low It would be very nice if some of the other model aircral; temperatures. In fact, the process has been successfully clubs could send representatives to compete with the S.M.A.l applied in the open air at temperatures considerably below and the T.M.A.C. We have in mind the Halton Aircral; freezing point ! Nor is a comparatively dry atmosphere Society, the Brittanic Aeroplane Club, the Model Aircraft required. The scheme works well in a relative humidity Construction Club (Nottingham), Harrogate, etc. of up to 90 per cent. Result.—1st, Mr. A. M. Willis, T.M.A.C., 97—3 = 94; The new Cellon scheme, known as " Doping Scheme C 2," sec; 2nd, Mr. T. H. Ives, S.M.A.E., 84—0=84^ enables an aircraft manufacturer to carry out his doping in sec. ; 3rd, Mr. T. H. Newell, T.M.A.C., 75— 15 = 60 sec. the erecting shop instead of having to move the large com- ponents of a machine to a special doping shop, a very consider- able convenience in many cases. It will, however, be the " Joy Ride " concern which will derive the greatest benefit PUBLICATION RECEIVED from the new doping scheme. Touring about the country Journal of the Royal Aeronautical Society with which z's from place to place, with no permanent buildings incorporated The Institution of Aeronautical Engineer* in which to carry out the work, the joy-rider will be able to No. 233. Vol. XXXIV. May, 1930. Royal Aeronautical dope his machines in the open air on any particular field on Society, 7, Albemarle Street, W.I. Price 3s. 6d. which he finds himself by the time one of his machines requires re-doping. The small aircraft manufacturer, who starts work in a small shed (as several are doing just at the NEW COMPANY REGISTERED present time), will also benefit greatly from the latest results WALCOT AIR LINE. LTD., 5, South Street, Finsbury. E.C.3. —Capit.r of Mr. Wallace Barr's ingenuity. Wherever he may happen I'lO.dOO, in n shares. Manufacturers of and dealers in, letters to hire am: repairers of aeroplanes, hydroplanes, airships, balloons, aeronautical aprv to be building his machine, he can dope it in the same shop, ratus engineers, etc. Directors • C. E. Seton, 7, Baker Street, W.I., leatin : provided he takes reasonable care that no other work is goods manufacturer ; W. G. Anthony, 43, Augusta Gardens, Folkestone proceeding at the time which raises a lot of dust. The writer land owner ; L. Stanley, The Close, Thames Ditton, C.A. Secretary : F. ( of these notes, some years ago, had the rather eccentric Parsons. idea of building a canoe consisting of a very light framework m m m m braced by piano wire and covered with aeroplane fabric. AERONAUTICAL PATENT SPECIFICATIONS To keep the fabric taut and waterproof, Cellon dope was (Abbreviations : Cyl. = cylinder ; i.e. = internal combustion ; m. = motors employed. But the application of the dope (carried out in The numbers in brackets are those under which the Specification will mid-winter) had to be done in a small room heated by an be printed and abridged, etc.) oil stove, and with the windows shut. For weeks after- APPLIED FOR IN 1928 wards the smell and taste of dope remained in one's breath, Published May 29, 1930 much to the disgust of the family. If Mr. Wallace Barr's 35,787. WHITEIIEAD TORPEDO CO., LTD., and A. E. JONES. novices f..- carrying heavy bodies on, and releasing from, aircral'. C2 scheme had been available then, it would have been a (328,f=62.) godsend ! APPLIED FOR IN 1929 The " 02 " doping scheme has been approved by the Air Published May 29, 1930 Ministry, and is especially intended for aluminium finishes, 3,126. G. BEKNIE. Guiding means for aircraft, etc. (328,600.) 4,757. Sor. ANON. FONDERIA DEL PIGNONE. Parachutes. (328,704.) as complete doping can be carried out with two to three 14,632. ARMSTRONG SIDDELEY MOTORS. LTD., and S. M. VIALE. Lubricat! coats of pigmented dope of the required shade, followed by of engines. (328,809.) two to three coats of aluminium dope, thus eliminating the 18,264. M. J.-B. BARBAROU. Connecting-rods of engines with radialh use of notro dope covering. arranged cylinders. (314,945.) 18,371. J. H. DAVIS and AIR LINE TRANSPORTATION CO. \eroplaius The Cellon materials used under " C2" scheme (328,842.) are as follows : 1, Pigmented acetate dope scheme C2 in all 18,818. BOULTON AKD PAUL, LT"., and J. D. NORTH. Frames for riBid airships. (328,843.) standard colours. 2, Aluminium acetate dope scheme C2. 24,293. ROHRBACH METALL-FIX-CZEUGBAU GES. Seaplane floats and hull?. 3, Nitro identification colours and transparent dope covering (317,086.) scheme C2. 4, Thinning solution, type T.16. 5, Brush or spray cleaning solution, type T.9. 6^ First coat transparent acetate dope scheme C2. Item 6 is only supplied when FLIGHT, The Aircraft Engineer and Airships specially requested. Further particulars concerning the new doping scheme can 36, GREAT QUEEN STREET, KINGSWAY, W.C.2 be obtained upon application to Cellon, Limited, Upper Telephone: Editorial, Holborn 1884; Ham Road, Kingston-on-Thames, and the technical depart- Advertising, Holborn 3211. ,. ment of the firm will be pleased to attend to any difficulties Telegraphic address : Truditur, Westcent, London. that may be encountered, or to demonstrate the spraying and brushing of dopes. SUBSCRIPTION RATES POST FREE UNITED KINGDOM. UNITED STATES. OTHER COUNTRIES. s. d. s. d. 3 Months 7 7 3 Months $2.6 3 Months 8 3 MODELS 6 „ 15 2 6 „ $4.12 6 „ 16 6 12 „ 30 4 12 „ 33 0. THE FLIGHT CUP HANDICAP COMPETITION 12 „ $8.24 r _" • Foreign subscriptions must be remitted in British currency. HIS competition attracted a large number of entries, both the Society of Model Aeronautical Engineers Cheques and Post Office Orders should be made payable to the T and the Model Aircraft Club being well represented. Proprietors of " FLIGHT " 36, Great Queen Street, Kingsway. Prize winners and record holders for the season 1929 were W.C.2, and crossed Westminster Bank. handicapped to the extent of 5 sec. for each first place, and Should any difficulty be experienced in procuring " FLIGHT record held, 3 sec. for each second place, and 2 sec. for each from local newsvendors intending readers can obtain each issui third place. The deductions being made from the best direct from the Publishing Office, by forwarding remittance a> recorded durations. The model rising from the ground. above. 596