Wolverhampton flying sites
Note: The map simply shows the town centre of Wolverhampton within the UK.
WOLVERHAMPTON see also DUNSTALL PARK
WOLVERHAMPTON see also PERTON COURT
WOLVERHAMPTON see also WEDNESFIELD
WOLVERHAMPTON AIRPORT see also HALFPENNY GREEN
WOLVERHAMPTON: Balloon ascent venue
Operated by: Mr Henry Coxwell
Location: Stafford Road gas works
Period of operation: Sept 5th, 1862 in particular
NOTES:
It is claimed that between 1862 and 1868, Henry Coxwell and the meteorologist James Glaisher made twenty-eight experimental ascents, many if not most from here - the other ascents being from London.
The reason for selecting Wolverhampton was quite straightforward because it is fairly close to the centre of England, well away from the nearest coast, and, they had access to a major gas-works. (See below).
A WORLD RECORD?
It is said that an attempt on the then world altitude record was made here in 1862 by the professional aeronaut Mr Henry Coxwell with the scientist Dr James Glashier in the balloon ‘Mammoth’ to study the upper atmosphere. It appears that a Mr Proud (?) working for the local gas company had developed and produced a special ‘high-lift’ gas for this project.
Further investigation seems to reveal that they probably weren’t trying to break a world record at all and the real purpose of the flight was to study the upper atmosphere. It is told that whilst ascending through turbulent air in cloud the balloon started revolving at high speed and the cord to the gas relief valve had somehow become fouled up in the balloon rigging, a problem not discovered until Croxwell tried to operate it to commence the descent.
SOMETHING TO CONSIDER
Incredible though it might seem they may have reached 39,000 ft (11,887 mtrs). Ascending through 35,000ft, (or thereabouts), Dr Glashier had succumbed to the effects of altitude and became insensible. Coxwell, probably more adjusted to the effects of high altitude flight due to previous experience remained conscious and apparently somehow climbed up the outside of the balloon envelope, (although his hands were nigh on useless due to frost-bite), and opened the gas valve with his teeth!
Today this account is scoffed at and highly qualified aviation doctors are said to consider the account preposterous, as at such an altitude it would have proved fatal. But would it? The key element is the time that they were exposed to the effects of cold and anoxia and this time element wouldn’t have beeen that long.
Today it is considered prudent in aviation circles to wear oxygen masks or be in a pressurised cabin when above 10,000ft. But I flew a Robin DR.400 out of Aosta in Italy and flew past the peak of Mont Blanc which is 15,780ft (4810m). When I asked if wearing oxygen would be prudent my instructor laughed - it was a ridiculous suggestion. And indeed, if you think about it, it is. We probably spent less than ten minutes flying above 10,000ft - far too short a time to be affected by ‘atltitude sickness’ and/or anoxia.
On the other hand I have heard that mountaineers manage to cope without oxygen, today regularly climbing to the peak of Mount Everest at 29,029ft, (8845m). I wonder if this is correct, as I somewhat doubt it, thinking that this refers to people only going as far as the base camp?
This said, I’d maintain that a quick climb to 39,000ft and with a sudden descent, it is indeed survivable. Don’t forget they both admitted to passing out and Coxley at least was suffering from frost-bite. We also tend to forget how incredibly hardy some people were in those days, well accustomed to suffering severe hardship in todays terms.
SOME DOUBTS?
I suppose the only reservations I’d have about such a claim is the cabilbrated accuracy of the instruments they carried, plus the fact they were both unconscious when the peak of the climb was reached. Even so a fairly accurate guesstimate can be arrived at from the readings of rate of climb that they recorded.
In 2017 when reading more on the subject, I found that neither Glaisher (the scientist), or Coxwell (the aeronaut) actually claimed to have reached this altitude, claiming 32,000ft as the known figure. However, when they were both suffering badly, with Glaisher losing consciousness, the balloon was still ascending. Therefore they estimated the possible summit of the ascent based on the elapsed time between Glaisher's last written observation, the next when he regained consciousness and the automatic marker one one of the instruments, a barometer.
A few more facts seem worthwhile mentioning. Henry Coxwell trained to be a dentist but had always been fascinated by balloons and swopped ‘professions’. By 1861, and having performed many ascents in cities throughout Europe he returned to the UK with over 400 ascents logged. This astonishing history of British aeronauts, (apparently often reigning supreme?), in Europe seems to been long lost and now mostly forgotten. It took me years to unearth something of the full extent of their activites and indeed, nearly every town in England, if not most of the UK (?), drew enormous crowds to witness a balloon ascent in mainly the latter half of the nineteenth century as gas works came “on stream”.
WOLVERHAMPTON FAIRGROUND
In his book Falling Upwards, the author Richard Holmes tells us that: "Posters can still be found that announce 'Miss Marie Mertons ascent' in 1891." Can anybody kindly offer more advice and information?
WOLVERHAMPTON: Temporary flying site? (Almost certainly DUNSTALL PARK?)
NOTES: It seems well worth quoting the following paragraph from ‘Old Flying Days’ by C C Turner. “Owing to permission to use PORTHOLM, (near Huntingdon…my note), being withdrawn, he transferred to BROOKLANDS, (my capitals), where he did straights and quarter turns, but the machine was underpowered to do circles. Mr James Radley tried this machine and took it to WOLVERHAMPTON, and it was altered into a Farman type at his request. It returned damaged by the weather, and then got partially burned, and was reconstructed on Mr. Macfie’s design.”
Let’s be honest here, a small book could be written about what this paragraph means, what it says, and what it implies. What is does clearly illustrate is that many of these early aircraft had a ‘flight performance envelope’ so minimal it would scare modern pilots. Which was why of course they generally tried to fly early in the morning, and in the evening, in totally calm conditions
My interest of course, is where was Mr Radley flying from in Wolverhampton? I think I can now say with some certainty it was from DUNSTALL PARK?
A MAJOR AIR MEETING
There was certainly a major ‘Air Meeting’ at ‘Wolverhampton’ in 1910 ranking alongside the more famous ‘Air Meetings’ that year at Bournemouth and Blackpool. Established major horse racing venues were seen as being ‘natural’ venues. They had the infrasucture in place to host large crowds, see DONCASTER (YORKSHIRE).
Also competing was Claude Grahame-White, by then probably the most enthusiastic pilot in the UK to promote flying and having a small aircraft factory in Fulham (LONDON) and a Flying School at BROOKLANDS in SURREY. In August 1910 Grahame-White had sailed to the USA to compete in the Harvard-Boston and Belmont Park meetings. A much reproduced photograph is usually captioned, “Grahame-White landing on Executive Avenue, Washington DC”, when it is clearly obvious he was taking-off!
This is of course reflects exactly the degree of inaccuracy in reporting expected from most news reporters, then and now. Mostly, they make the story up to suit their own ends. Trying to sift fact from fiction regarding newspaper and latterly ‘media’ reports is a very tedious task. Exactly why so very often really quite stupid and usually ignorant and incompetent people are deliberately employed as reportors by the press and media seems a mystery to me.
WOLVERHAMPTON: Temporary aerodromes (?)
NOTES: Venue for Berkshire Aviation in 1919. (Joy rides 5s, loops 10s and spins a £1 using a war surplus Avro 504K - or two?)
Wolverhampton was the 21st venue for Sir Alan Cobham’s 1929 Municipal Aerodrome Campaign Tour possibly using DUNSTALL PARK? Starting in May and ending in October, one hundred and seven towns and cities were visited. Mostly in England two venues were in Wales and eight in Scotland.
Without any doubt this Tour encouraged the creation and construction of several aerodromes/regional airports, but the great and good citizens in charge at Wolverhampton were not impressed. At least not at that time.The aircraft he used for this campaign was the DH61 'Giant Moth' G-AAEV, named 'Youth of Britain'. After the formalities had been dispensed with, Cobham then subsidised the 'Tour' by giving joy-rides, often flying for several hours without a rest break.
I can highly recommend reading Cobhams memoirs in the book 'A Time To Fly' . His sheer stamina and determination is remarkable, and, most of his accounts of the major flights he made rank amongst the most thrilling flying adventures I have read.
In 1929 Cobham landed at Wolverhampton and on the 6th June 1935 Cobham’s UK Tour also displayed in/near WOLVERHAMPTON. See the entry for PERTON COURT.
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