Air Crash 37 TS Spittlegate 23 Mar 1918

[researchingreg]

My Uncle Reg King 2nd Lt RFC 48245, crashed on 23 March 1918 at 37 TS Spittlegate Grantham, he was injured and went into Grantham Military Hospital and was operated on and his injuries are given in some detail. I have his WO 374/39749, AIR 79 and AIR 76 Records and the only information on the crash is that "he crashed 90ft". It does not state the type of aircraft he was flying or anything else about the crash other than he was not at fault.

Are there any records of crashes on that date at Spittlefield? I have seen some information for various aircraft but not for that particular date.

On his AIR 76 concerning the injury it shows in the Authority Column- AFL 20807/1918 and File Aero 37 Grantham does this mean anything?

[mickdavis]

37 TS specialised in turning out Corps Recce pilots for the AW FK8 squadrons. To that end, it was equipped, mainly, with FK3s and FK8s by early 1918. The only record I have that matches is for the unit's FK3 B9550, which crashed from a low turn following take-off - 2 crew noted as injured.

37 RESERVE/TRAINING SQUADRON RFC/RAF

Bases

Formed in 8^th Wing at Catterick 2.11.1916 with nucleus from 53 Squadron. To Brattleby/Scampton and 23^rd Wing 13.11.1916. Designated as a Higher Reserve Squadron and intended establishment at 23.12.1916 given as 6 AW FK3 + 6 RE8 + 6 Avro. To Spittlegate and 24^th Wing 15.9.1917 and disbanded into 39 TDS at that station 15.8.1918.

Commanding Officer Representative Aeroplanes

AMC DH6 A9595, B2635.

AMC DH9 C6209.

Avro 505A/J A488.

AW FK3 5548, A1480, A1488, A8102, A8115, A8117, A8127, B9523, B9525, B9526, B9527, B9537, B9539, B9550, B9555, B9557, B9558, B9568, B9570, B9589, B9590, B9604, B9631, B9632, B9650.

AW FK8 A2727, B265, B268, B291, B294, B295, B3338, B4143, B4176, B5751, B5797, B5798, B5811. C3544, C3550, C3572, C3609, C8423.

RAF BE2e A1816, A3117, B4428.

RAF RE8 A3439, A3440, A3497, A4575.

[researchingreg]

Thanks mickdavis. It looks like that must be the one and the crash from 90 ft seems to fit as it was the sort of height it would start to turn. I shouldn't think that he stalled it as he was not at fault, perhaps the engine cut or something.

[researchingreg]

I have found out that the AW FK3 B9550 was a dual control one built by Hewlett and Blondeau at Oak Road, Leagrave, Luton under Contract No. AS.13073/1 ordered 16.6.1917 similar to the attached photo which model is only B9554. these Aeroplanes had the 90 hp RFA Engines and were used at TS units.

[centurion]

I think you mean the 90 hp R.A.F (not RFA) 1a engine - these were notorious for cutting out at the wrong moment and caused many a take off accident. The Fk3 was originally designed for the 120hp Beardmore

[mickdavis]

The RAF1a was widely used in such types as the BE2c and DH1A - basically a development of the pre-war Renault engine. It was no better or worse than other engines of the time - but certainly more reliable than some later engines, such as the geared Hispano-Suiza or Dragonfly. It is my understanding that the FK3 was designed as an alternative to the BE2c, using the same RAF1a but to be easier to manufacture - which it probably wasn't. Some (3 or 4) of the earlier FK3s were fitted experimentally with the 120hp Beardmore and one had an enlarged mainplane span, presumably to compensate for the extra weight. 6218 was converted to 120hp Beardmore in Salonika and flew operationally with 47 Sqn, before being re-engined with a 140hp RAF 4a. Only the final H&B batch of FK3s had some intended provision for DC - they also were the only machines of the type to be delivered with an adjustable tailplane mechanism.

[researchingreg]

Yes Centuriont, it was the RAF 90 HP Engine, and your post adds weight to my conjecture about the engine cutting out.

RAF1 Engine

The Royal Aircraft Factory Farnborough developed the RAF 1A based on the 70 HP Renault Aero engine. Approximately 2800 RAF 1A's were manufactured by 6 different manufacturers. No operational RAF 1A engines remain. The engine is rated at 90 HP at 1600 RPM and short bursts of 100 HP at 1800 RPM (getaway mode).

[centurion]

The RAF1a was widely used in such types as the BE2c and DH1A - basically a development of the pre-war Renault engine. It was no better or worse than other engines of the time - but certainly more reliable than some later engines, such as the geared Hispano-Suiza or Dragonfly. It is my understanding that the FK3 was designed as an alternative to the BE2c, using the same RAF1a but to be easier to manufacture - which it probably wasn't. Some (3 or 4) of the earlier FK3s were fitted experimentally with the 120hp Beardmore and one had an enlarged mainplane span, presumably to compensate for the extra weight. 6218 was converted to 120hp Beardmore in Salonika and flew operationally with 47 Sqn, before being re-engined with a 140hp RAF 4a. Only the final H&B batch of FK3s had some intended provision for DC - they also were the only machines of the type to be delivered with an adjustable tailplane mechanism.

I think you are mixing the FK2 and the FK3. The FK2 was designed to be easier to build and for the Renault engine which was then replaced with the RAF 1a. The FK 3 was a major redesign of the FK 2 which included a larger and adjustable tail and initially fitted with the higher powered Beardmore 120 Hp as I said. However demand for this engine was greater than its production and the majority went to Re 5s and Fe2a s so that only the first dozen FK 3s were fittted with this engine the rest using the inferior RAF 1a which was not as reliable as you suggest. The majority of F K 3s were made by H&B and AFAIK all had the adjustable tail.

[centurion]

It would seem that one of the original Beardmore FK 3s no 6218 was with 47 squadron in Britain (at Beverly) but was not taken to Salonika. The FK3 with the RAF 4a engine was no 6210 and this did not belong to no 47 and never left Britain. This engine installation completely blocked the pilot's forward view. 3 Beardmore engined FK3s did go to the Middle East

[mickdavis]

I was under the impression that the FK3 designation came about from the re-design of the FK2 airframe to reverse crew positions and, yes, introduce larger tail surfaces. The FK3s experimentally fitted with Beardmores in the UK were 5504, 5505 and 5508 and I wouldn't read too much into the fact that these included the first two machines. The installation of the Beardmore, a much taller engine than the Renault and its RAF derivative interfered with the pilot's field of vision and I'd have thought that, if the machine was designed around that engine, Koolhoven would have taken that fact into consideration. 5504, 5505 and 5508 were all re-engined with RAF1as, to bring them in line with the rest of their serial batch and all three saw service in Macedonia with 47 Sqn, in that configuration. As for adjustable tailplanes - check the difference in bracing on photos of machines in the B9501 batch with earlier machines built either by the parent company or Hewlett & Blondeau. Earlier machines had bracing from the fin sternpost to the upper edge of the front tailplane spar and further bracing from the lower longeron to the lower surface of the front tailplane spar - no provision for change in incidence. The adjustable tailplane pivoted around the rear spar, the tailplane front spar was braced on its lower surface only - to a rod which slid upward/downward as the incidence changed.

6218 was fitted with a Beardmore in Macedonia. It was noted in 47 Squadron's records as a RAF1a machine during the last 3 months of 1916, was absent for a month (presumably at 16 Wing AP, and re-emerged with a Beardmore - noted in 47 Squadron records as THE Beardmore AW and AWB. You're also probably mistaken about 6210. This, too, went to Macedonia and 47 Squadron as a RAF1a machine but, as Mike Kelsey provided evidence for in his recent CCI article on the subject, seems to have become the first RAF4a engined FK3 in early 1917.

[centurion]

Please read J, M Bruce The Aeroplanes of the Royal Flying Corps Military Wing This clearly explains about the engines and how the information on engines has been incorrectly stated. In Bruces own words "This like much that has gone before is usster nonsense"

[mickdavis]

I note that Jack chose not to say that the FK3 was designed for the 120hp Beardmore. I suspect that what he was trying to get at was the fact that The Aeroplane was publishing duff information - e.g. Beardmores in the first 12 FK3s and the fact that the date given was incorrect.

[mickdavis]

Please read J, M Bruce The Aeroplanes of the Royal Flying Corps Military Wing This clearly explains about the engines and how the information on engines has been incorrectly stated. In Bruces own words "This like much that has gone before is usster nonsense"

Here's a few more thoughts on the subject:

History doesn't stop with what's been published 10, 15, 20 years ago.

History should be about looking at known facts and interpreting them against each other.

Koolhoven was a good designer - otherwise would BAT have taken him on?

The FK3 airframe was basically that of the FK2.

The 120hp Beardmore and its cooling system added c.300lb to the airframe weight; it also induced a lot more drag in the form used on 5504 etc with lateral radiators and fuel tank in the c/s.

The Beardmore FK3s were therefore slower than the RAF1a FK3s and gave pilots a poorer view forward (yes climb rate was better) - combine that with reduced pilot's field of vision resulting from the tall engine and its radiators.

If Koolhoven was trying to sell the FK3 to the RFC as an alternative to the BE2c, would he not have taken these points into account?

When Koolhoven is known to have designed an airframe around the Beardmore engine, in the FK7(?) and FK8 (and the 160hp was basically a re-bored 120hp), he raised the pilot's position and increased the wing area - the latter had only been done belatedly on FK3 5528.

A CFS report on an un-named Beardmore FK3 in early March 1916 concluded with the words ' not satisfactory on account of the extra head resistance..... over the 90hp RAF originally fitted' - this can only refer to 5504, 5505 or 5508.

Although circumstantial evidence, Mike Kelsey has pointed out that 6210 had PC10 applied to its fuselage and fin balance area - not seen on pics of FK3s at home - and no exhaust manifolds on its RAF4a (a characteristic of FK3s, RAF1a or RAF4a, and BE12s serving in Macedonia, but not (I think) seen on pics of machines in the UK.

There's more, but these are some points for debate.

[mickdavis]

BTW

The FE2a had the Green engine, not 120hp Beardmore.

6210 is noted in 47 Sqn's records from the squadron's arrival in Macedonia through to 1 May 1917. It was deleted from RFC strength on 12 May 1917. I don't know whether you've noticed, but 6210 had the sides of the pilot's cockpit raised and I suspect that this may have been the result of similar treatment being given to the pilot's seat. The same can be said of the Beardmore FK3 6218. It's interesting that the earlier CFS report on 5528 suggested that the control column should be brought nearer the pilot's seat - I wonder whether its pilot's position had also been altered?

[mickdavis]

Sorry to have the bit between my teeth, but I love un-recognised WWI machines - DH6s, Shorthorns, Moranes etc. Hope CCI members bear with me but the following attached show the FK3 as I drew them for Mike Kelsey's article.

Standard RAF1a FK3 as used by 47 Sqn - not such a 'Little Ack' as its size compared with its Lewis gun shows.

6218 with the 120hp Beardmore

6210 with RAF4a. The engine was raised to clear the propeller above the undercarriage skid.

The apparent standard for of RAF4a engine FK3 used by 47 Sqn.

[researchingreg]

37 TS specialised in turning out Corps Recce pilots for the AW FK8 squadrons. To that end, it was equipped, mainly, with FK3s and FK8s by early 1918. The only record I have that matches is for the unit's FK3 B9550, which crashed from a low turn following take-off - 2 crew noted as injured.

37 RESERVE/TRAINING SQUADRON RFC/RAF

Bases

Formed in 8^th Wing at Catterick 2.11.1916 with nucleus from 53 Squadron. To Brattleby/Scampton and 23^rd Wing 13.11.1916. Designated as a Higher Reserve Squadron and intended establishment at 23.12.1916 given as 6 AW FK3 + 6 RE8 + 6 Avro. To Spittlegate and 24^th Wing 15.9.1917 and disbanded into 39 TDS at that station 15.8.1918.

Commanding Officer Representative Aeroplanes

AMC DH6 A9595, B2635.

AMC DH9 C6209.

Avro 505A/J A488.

AW FK3 5548, A1480, A1488, A8102, A8115, A8117, A8127, B9523, B9525, B9526, B9527, B9537, B9539, B9550, B9555, B9557, B9558, B9568, B9570, B9589, B9590, B9604, B9631, B9632, B9650.

AW FK8 A2727, B265, B268, B291, B294, B295, B3338, B4143, B4176, B5751, B5797, B5798, B5811. C3544, C3550, C3572, C3609, C8423.

RAF BE2e A1816, A3117, B4428.

RAF RE8 A3439, A3440, A3497, A4575.

Mick

I have now found information from the court of enquiry into the crash. They refer to the FK3 as an AW90 a common practice referring to the engine size. The info confirms the supposition that the engine failed see following quote:

....Engine Number 505WD2742, Pupil under instruction AW90 (B9550) RAF 1805. Took off, lost flying speed, turned to get in to aero and crashed - injured. Admitted Belton Park Hospital. Court of Inquiry 20807 - 2nd Lt. R.W. King. "The court is of the opinion that 2nd Lt King was on duty at the time of the accident and no individual person can be held responsible. The accident was due to stalling on the turn through engine failure."

[mickdavis]

The RAFM Casualty Card has the engine number as 1805/WD2742 but cause of crash as you state.