Preston Watson's Aviation History
Watson's first aeroplane as converted to a glider by members of the Dundee Model Aero Club. The 'pilot', identified as club founder David Urquhart is holding the single control lever that pivots the upper rocking wing. The Trustees of the National Museums of Scotland.
Born in Dundee, Tayside on 17 May 1880, the son of Mr Thomas Watson of Balgowan and his wife Jane, Preston Albert Watson was a pupil of Dundee High School and showed considerable interest in things mechanical from an early age. He was also a keen sportsman; recognised as a Scottish national champion hurdler and rugby player for Newport, who won the North of Scotland Rugby Challenge Cup for the 1898 to 1899 season.
Aside from his prowess on the sports field, young Preston possessed an analytical mind, and quite often, he, according to the Sunday, 27 October 1984 edition of The Courier and Advertiser newspaper;
"...would sometimes sit overlooking the Firth of Tay and watch seagulls in flight. "One day too, we will be able to fly", he is said to have remarked prophetically, only to be chided by his brother, James (later his great aviation ally) and friends for an idea that was 'just daft'…"
It was in his Twenties whilst studying engineering at the University College of Dundee that his interest in aeronautics flourished, but, for a keen and impressionable young adult there was little to read on the emerging science of aviation. If aviation was to become the field in which he was going to start a career, he would have to do his own research.
His brother James was to later recount in the December 1955 issue of Aeronautics magazine that;
"Before the last century [Preston] studied the flight of gulls, caught many of them, put small weights on their heads, glued their wings into the position he wished, and was frequently seen by passers-by dropping them over the road bridge, which crossed the railway line at the west end of the Dundee Esplanade."
According to the late Mr James Manson, who worked as a labourer with Watson's father's food produce business, Messers Watson and Philip, Preston built small model aeroplanes and dropped them from the bridge at Ninewells.
On 25 October 1907 Watson applied for a patent that, "...relates to flying machines, the object being to raise and propel a machine through the air without aerostats." Accepted in its entirety nearly a year later, Patent No.23,553 of 1907 , titled Watson's flying machines comprises eight pages of descriptions of an indigenous rotary-wing means of creating lift and five illustrations to which the description pages are keyed to. These show different configurations of aircraft using the same rotary aerofoil devices that resembled the sheathing mechanism of a combine harvester. No evidence survives to suggest Watson began constructing any of the bizarre creations in the patent.
Accepted in its entirety on 8 October 1908, by that time Watson’s ideas on what constituted successful flight, and specifically how lift was achieved had changed dramatically from his patent. In July 1908 Watson published the pamphlet Power necessary in flight (John Leng & Co. Ltd. Dundee, 1908), which contained his theories on;
"...the best curvature of an aerodrome [sic], and, further, the result of a calculation regarding the best proportion of the weight of wings to weight of structure for the attainment of flight with the least horse-power."
Influenced by Frederick William Lanchester's highly influential paper titled Aerodynamics, constituting the first volume of a complete work on aerial flight published in December 1907, Watson's work contains an analytical approach to aerodynamics, far removed from the outlandish theories he expressed in his first patent. Watson's introduction mentions that he had read Lanchester's work, stating that their findings are similar, but that he arrived at his theories independently.
His next patent represented the body of his aeronautical work that he spent the rest of his life researching; his rocking wing concept of lateral control. Applied for on 1 January 1909, the complete specification is dated 23 July 1909 and was left with the Patent Office a day later and accepted on 16 December that year. Patent No.47 of 1909 comprises three pages of descriptions and a single page with an illustration of the rocking wing concept as applied to a theoretical aeroplane.
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From examining the illustration supplied with the patent and surviving photographs of Watson’s aeroplanes, it is plainly evident that he had fully intended on constructing an aircraft based on his patent. Watson's first full size aeroplane, his No.1 was likely to have been completed in October 1909. On page 400 in the 2 November 1909 issue of The Aero magazine is the following statement;
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“At the secluded little village of Forgandenny, Perthshire, near Preston, A. Watson, a well-known motorist of Dundee, has built a machine to his own designs. Mr Watson does not wish details of his aeroplane to be made public till he has tested it in practice, which he hopes to do within the next few days.”
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Although clearly a typographical error with regards to the location of “the secluded little village of Forgandenny, Perthshire, near Preston” and Watson’s name, this article seems to confirm a likely completion time period of the No.1, as well as hinting at the fact that he had yet to fly it by that time.
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Built by the Tay Motor Boat and Engine Company of Dundee, as confirmed in the Saturday 9 July issue of the Dundee Courier newspaper, according to J. D. Gillies and J. L. Wood in the book Aviation in Scotland, published by the Glasgow branch of the Royal Aeronautical Society in 1968, the No.1 was not a success. Achieving powered hops of between 100 and 200 yards, in Watson's first aeroplane, sustained powered flight for any lengthy duration was not achieved. Its small French engine was removed and it was given to the Dundee Model Aero Club a year later.
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A Caudron G.3 on display at the RAF Museum, Hendon. In detail the Caudron and Watson's aeroplanes had similarities, such as the bungee sprung wheels; Watson's last aeroplane was powered by a 6 cylinder Anzani, with which many Caudrons (not this one) were fitted. It was in a Caudron G.3 like this one in which Watson lost his life in tragic circumstances. Author.
Completed in July 1910, in his second aeroplane, Preston Watson achieved successful powered flight in a design that appeared to vindicate his theories. Initially hoped to have entered the No.2 in the Lanark Airshow, only the second international air meeting held in the UK, his first flights in it were carried out in the first two weeks of August 1910 at Errol, Perthshire, having missed out on entering the event owing to a fractured propeller during its very first engine run, according to the Friday 29 July issue of The Dundee Courier newspaper.
As with his first aeroplane, the No.2 was built in the workshops of the Tay Motor Boat and Engine Company. In appearance it resembled the layout of his previous machine, which lends credence to the fact that the No.1 did not fly successfully, although it was fitted with wheels instead of skids. Throughout August and September 1910, Watson carried out successful flying trials in the No.2, thus vindicating his rocking wing theories in a workable aeroplane.
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The first time an image of one of Watson’s aircraft in flight appears in the British press is in the 15 May 1914 issue of Flight magazine. Two images of the No.2 are seen in the air in the photographs taken at Errol, Perthshire in 1912. After these pictures appeared, a clear photograph of the No.2 at rest came to light. Much detail of the construction of Watson’s machines was revealed in this image, including the No.2's powerplant, a three cylinder, 30 hp Humber engine, although by the time it was photographed in the air, its tail configuration had changed from a box kite to a single horizontal surface.
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What happened to the No.2 is not known, but in October 1913 Watson offered to donate it to the military, specifically No.2 Squadron, Royal Flying Corps. It's unknown whether the offer was taken up however.
Probably buoyed by the success of achieving powered flight in one of his own aeroplanes, Watson built a third machine, his last, in 1913. The No.3 was deliberately designed to supersede his No.2 in capability, since his theories had been proven in flight. Compared to his previous machines, his No.3 was a different beast, although it still incorporated the same reverse sesquiplane layout and was devoid of a definite fuselage.
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It represented a more professional approach to Watson's aeroplane building, being of considerably smarter appearance than his earlier efforts. It was sturdier, the proliferation of bracing wires were testimony to this. Constructed of duralumin, its wings were of conventional design; the bracing struts were fitted with streamlined aerofoil shaped fairings, made from aluminium or wood and covered in fabric, canvas according to Manson, which was sewn into place by himself. Watson's big No.3 was powered by a British Anzani 45 hp six cylinder two-row radial engine.
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Shortly before completion, the No.3 earned the curiosity of the military and was to be subject to analysis, according to a document held within The National Archive at Kew. Originating from the Secretary of the War Office, the document, with a sub heading of Experimental Aeroplane Invented By Mr P.A.Watson, hints at correspondence between Watson and the military, with the intent of promoting his No.3. Watson himself initiated the transaction by writing to Major William Sefton Brancker in June, who forwarded his letter to the Secretary of the War Office, requesting an inspection of his machine undergoing construction at the time. Within the document there is no evidence that such an inspection took place, as Watson advised at the time of preparation of the document, 19 October 1913, that the machine was not ready.
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For four months in 1914, Watson's No.3 was in France taking part in the Concours de La Sécurité en Aéroplanes at Buc aerodrome, near Paris. The competition was the first of its kind and was intended on highlighting safety in aviation, with financial reward for participants and their inventions. Out of some 56 aeroplanes to partake in the competition, Watson's No.3 was the only British participant, but was disqualified.
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In the 7 July 1915 issue of The Aeroplane, as an obituary to Watson, the following records one reason why the No.3 might have been ruled out of the competition; "Last year Mr Watson took the machine to France and entered it into the "Concours de La Sécurité", or Security Competition. The machine was not a success, partly no doubt, as Mr Watson claimed, because of its being underpowered. Nevertheless, it did at time get off the ground for short distances."
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One pilot under Watson's service during the Concours competition was a Mr S. Summerfield of Melton Mowbray. Mr Summerfield recalled that the No.3 handled well once he had gotten used to the novel means of control, but the machine was ruled out of the competition, "...for no apparent reason...", as recorded in the 3 July 1914 issue of Flight.
A blurry but nonetheless intriguing image of Watson's No.3 in flight during the first Concours de La Sécurité en Aéroplanes at Buc aerodrome, near Paris, France in 1914. The general configuration that Watson chose for his rocking wing aeroplanes is evident, with the top wing rocked to the left. Watson's No.3 was disqualified from the competition. Philip Jarrett.
Nowadays, the efforts of the competitors and judges at the Concours are all-but forgotten, but many of the features pioneered at the event were to resurface on modern aircraft. For Preston Watson, the event proved less than successful, but it illustrated his dedication to his work. One positive consequence of his entry was that his theories became known to a wider audience after the article in Flight magazine that year, where he went into detail about his rocking wing method of control.
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With the declaration of war in August 1914, Watson hoped to volunteer for service with the Royal Flying Corps - he had held a commission as a volunteer with the Royal Forfarshire Yeomanry, but was refused, being described as too old to fly. In a letter to his wife Beatrice, written presumably in the later months of 1914, published in Alistair W. Blair and Alistair Smith's book The pioneer flying achievements of Preston Watson, Preston explains a meeting with Lithuanian born Leo Anatole Jouques, employed by the War Office to manufacture aeroplanes under licence by his firm Jouques Aviation Works at Willesden and apparently well connected, who suggested to him he might be able to assist him with a commission with the Royal Aircraft Factory at Farnborough.
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Interestingly, according to letters written by Watson, he showed Jouques photographs and written details of his rocking wing experiments and aeroplanes, who seemed genuinely interested in the design and claimed he would organise for Watson to give a public demonstration of the machine to the War Office. Evidently this did not take place and Watson was also less-than-enthused by an offer by Jouques to manufacture the No.3. Jouques returned to Watson claiming that his wife, who had access to Lord Kitchener and was requesting of him that he gain Watson a commission and that modifications to its undercarriage be made at Jouques' expense before Watson demonstrate the machine to the War Office. Nothing came of any of this, again, presumably because of Watson's own reluctance, as he states in one of the letters that he is "swithering" over the latest offer by Jouques.
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Not satisfied with progress with the gaining of a flying commission through official sources, Watson endeavoured to earn his own flying qualification by paying for instruction with the London and Provincial School at the London Aerodrome, Hendon. By the end of December 1914, he had gone solo, having carried out his training in the L & P Biplane; an indigenous aeroplane built by L & P School instructors resembling a Caudron G.3.
On 16 March 1915, Watson was awarded his Royal Aero Club Certificate, No.1,117, the equivalent of achieving a pilot’s licence in the L & P Biplane, having achieved it "...in excellent style" according to an entry in the 24 March 1915 issue of The Aeroplane. At the bottom of page 145 in the 26 February 1915 issue of Flight is a photograph of students and instructors of the London and Provincial School; Watson can be seen wearing a leather flying cap standing next to a sheepish looking Clive Collett, later Capt. Clive Franklin Collett MC, Great War fighter ace from Spring Creek near Blenheim, New Zealand and the first member of the Royal Flying Corps to parachute out of an aeroplane.
Staff and pupils of the London and Provincial School at The London Aerodrome at Hendon in front of the indigenous L&P Biplane, which resembled a French Caudron type in configuration. Watson is standing fourth from right, with New Zealander Clive Collett to his left. Author's Collection.
In March 1915, during an interview with a Flight magazine reporter, Watson mentioned in passing that he had fitted floats to the No.3. It is most likely that they were floatation devices that provided buoyancy in the event of the aircraft ditching during over-water flights. Watson said that he intended on carrying out further experiments with the No.3 after the end of the war, since he had applied for a commission with the Royal Naval Air Service.
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The fate of Watson's No.3 is not recorded, but was likely to have been scrapped after his untimely death.
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In late March however, despite already possessing his certificate with the L & P School, Watson enrolled for flying training with the Beatty School at Hendon and commenced what is listed as "extra practice" in the 31 March 1915 issue of The Aeroplane magazine, flying that school's Beatty-Wright biplane.
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Sadly, the next we hear about the adventurous Scot is in his obituaries. On 30 June 1915, Flight sub-Lieutenant Preston Watson of the Royal Naval Air Service was flying Caudron G.3 3266 between Eastchurch in Kent and Eastbourne, East Sussex, England when his aeroplane "suddenly dived from a great height to the ground", and crashed in Dunlye Field, a few miles from the Cross-in-Hand Hotel near Heathfield. Watson was killed in the accident. He was 34 years old.
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What actually happened to cause the Caudron to crash has never been fully explained; some hypothesised that the aircraft suffered structural failure, since a wing was found in an adjoining field. Engine failure was also suggested as a possible cause of the crash. Watson's RNAS casualty card offers no clues, merely stating the time and place he was killed. Buried on 5 July 1915 in Dundee's Western Cemetery, he was survived by a widow and two young children. What became of his aeroplanes and his research is not known.
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As a tribute to the intrepid aviator, in the Perthshire town of Errol near where he made his first powered flights, Preston Watson Street has been dedicated and lined with two storey villas, with an average value of 200,000 Pound (St) each.
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Next, read about Preston Watson's bizarre 1907 patent application: