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Campbell MacKenzie-Richards

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Campbell Mackenzie-Richards
BornTemplate:Birth date
Streatham, London, England
DiedNovember 9, 1927(1927-11-09) (aged 27)
Occupation(s)Aviator, Royal Air Force test pilot
Years active1910s–1927
Known forExperimental flights with airship HMA R33; competitor in air race events

Campbell Mackenzie-Richards (6 January 1900 – 9 November 1927) was an influential English aviator, a Royal Air Force test pilot, and a competitor in air race events. He tragically lost his life in November 1927 while conducting tests on experimental aviation equipment.

Early life

Born on 6 January 1900 in Streatham, London, Campbell MacKenzie-Richards was the grandson of Peter Felix Richards (1808–1868), the Scottish-born founder of the Astor House, Shanghai. His father, Peter Felix Mackenzie-Richards (circa 1863–1920), was a civil engineer born in Shanghai, and his mother, Mary Edith "Mollie" MacRae (1869–1954), originated from Brighton, Sussex. The couple married on 4 September 1893 at St. Leonard's Church in Upper Deal, Kent. Campbell was baptised on 1 March 1900 at Holy Trinity Church in Upper Tooting.

He had three siblings: Kenneth (1894–1980), Ursula (1902–1995), and Mary (1907–1983). Campbell received his education at Woodbridge School located in Suffolk.

Career

During the First World War, MacKenzie-Richards served in the British Merchant Navy and was honored with two decorations.

File:HMA R 23 Airship With Camel N6814.jpg
A Sopwith Camel beneath the 23r airship, 1918

By approximately 1923, he enlisted in the Royal Air Force. On 24 January 1924, he received confirmation as a Pilot Officer, later advancing to Flying Officer and assigned to the Bombing Squadron stationed at Martlesham Heath. Recognized for his exceptional piloting skills, MacKenzie-Richards was subsequently attached to the experimental division of the Royal Aircraft Establishment located at Farnborough.

As part of the Airship Development Programme, from 9 October 1925, a hook-equipped de Havilland Humming Bird (registration G-EBQP) took part in a brief series of trials involving an outdated and underpowered airship,[1] the HMA R33—commonly nicknamed the "Pulham Pig"—aiming to pioneer an airborne aircraft carrier.[2] On 15 October 1925, Squadron Leader Rollo Haig piloted the Humming Bird as it detached from the R33, marking the first occasion an aircraft reattached to a rigid airship in flight,[3][4] although damage to the propeller forced a subsequent detachment and glide landing at a nearby aerodrome. On 4 December 1925, Flight Lieutenant Janor successfully hooked a Humming Bird onto a rigid airship and maintained attachment until landing.[5] Earlier experiments by the Royal Air Force had modified two F.1 Sopwith Camels (serials N6622 and N6814) for tests with airship HMA 23r conducted by No. 212 Squadron RAF, culminating in Lt. R.E. Keys flying one on 6 November 1918,[6] while the first mid-air launch and recovery of an aircraft was performed by the US Army's TC-3 blimp on 15 December 1924 using a Sperry Messenger biplane operating from a "skyhook" attached to the blimp.[7]

File:Bundesarchiv Bild 102-12878, Englisches Marineluftschiff R33.jpg
Two Gloster Grebe fighters suspended beneath the R33 airship, 1926

On Thursday, 21 October 1926, MacKenzie-Richards alongside Flying Officer (later Air Vice-Marshal) R.L. Ragg took part in experimental flights releasing twin parasite aircraft from retractable trapezes mounted beneath the keel of the R33. The two aircraft involved were Gloster Grebe fighters (serials J.7400 and J.7385) based at Pulham aerodrome.[8] MacKenzie-Richards piloted the first Grebe positioned at the rear of the trapeze arrangement; it was released at approximately 10:17 am over Pulham at an altitude near 2,500 feet (762 meters). After descending roughly 100 feet (30 meters), he regained level flight. The following day’s report in The Times described how "the aeroplane, with her engine running, dropped like a stone and then regaining control, MacKenzie-Richards performed a series of stunts including looping-the-loop, rolling and inverted flight,"[9] while Flight magazine noted that the aircraft "gambolled gaily in the air as if glad to be free from its maternal apron strings,"[10] before safely returning to Pulham.[11] Following initial engine difficulties with starting up his aircraft, Ragg successfully released his Grebe from a slightly higher altitude over Cardington at about 11:30 am and landed safely there.[12]

In further trials, both pilots managed to detach their Grebes from an altitude near 2,000 feet and subsequently reattach their planes using a skyhook mechanism on board the airship.[13] Despite these successful demonstrations, this approach was never implemented operationally.[14]

Air racing

File:DH53.JPG
de Havilland D.53 Humming Bird at the Shuttleworth Collection, Bedfordshire

MacKenzie-Richards was affiliated with the Royal Aircraft Establishment (R.A.E.) Aero Club and actively participated in air competitions. In June 1927, he competed during the Whitsun weekend races (4 and 6 June 1927) held at the Ensbury Park racecourse near Bournemouth. On Saturday, 4 June, he secured a decisive victory from the scratch position in the delayed opening contest of the event—the Low Power Handicap for aircraft powered by engines under 1500cc. He outperformed three rivals (after two others withdrew) while piloting the de Havilland Humming Bird G-EBQP,[15] an ultralight single-seat monoplane previously involved in R33 experiments and powered by a Bristol Cherub III engine.[16] He achieved a speed of approximately 73.5 miles per hour.[17] However, a crash involving a de Havilland DH.37A earlier that day on 4 June, followed by a collision between a Westland Widgeon and a Blackburn Bluebird on Whit Monday, 6 June,[18] which tragically resulted in two pilots and one passenger losing their lives before thousands of onlookers, led to the immediate halt of further air racing at Ensbury Park racecourse. The venue was subsequently sold for residential development.[19]

At the Nottingham Flying Meeting hosted at Hucknall Torkard aerodrome, Nottinghamshire during the Summer Bank Holiday weekend—an event that featured the sixth running of the King's Cup Race—MacKenzie-Richards flew the same Humming Bird from scratch to secure third place in the Papplewick Stakes Low-power Handicap. This race covered an eight-and-a-half-mile single lap and took place under "ideal flying conditions" at 11:30 am on Monday, 1 August 1927. For his performance, he earned £10.[20]

Marriage

On Wednesday, 17 August 1927, MacKenzie-Richards united in marriage with Mirabel Cobbold (born 2 May 1904),[21] who had obtained a Bachelor of Arts degree from the University of Oxford in 1926.[22] She was the sole offspring of Lt. Col. Ernest Cazenove Cobbold CB (born 15 January 1866 in Ufford, Suffolk; deceased 1932), associated with the York and Lancaster Regiment,[23] and Edith Mary White (deceased 1949),[24] their wedding taking place at St Peter and St Paul's Parish Church in Aldeburgh, Suffolk.[25]

Death and inquest

MacKenzie-Richards tragically lost his life during a nocturnal flying mishap near East Grinstead, Surrey on 9 November 1927.[26] At Croydon aerodrome, he was engaged in evaluating night navigation instruments including two newly installed illuminated wind vanes.

File:Bristol F2B D8096 flying 1.jpg
Bristol F.2 Fighter

On that day, flying Bristol fighter aircraft C810, MacKenzie-Richards concluded his work around 5:30 pm before departing Croydon accompanied by Professor Harry Norman Green. Green (b. 21 September 1902 in Sheffield, England; d.16 May1967) was educated at Sheffield’s Central Secondary School and earned both undergraduate and medical qualifications from Sheffield University with a focus on pathology. His academic career included tenures at Sheffield University (1926–1933, 1935–1953), Cambridge University (1933–1935), and the University of Leeds (1953–1967). Green specialized in research on immune mechanisms involved in cancer development and was appointed Director of Cancer in 1947.[27][28] He served as MacKenzie-Richards’ observer during this flight.

Their intended destination was Farnborough Airfield; however, upon departure they discovered their compass was misaligned by approximately thirty degrees. Unable to locate Farnborough, they attempted to return to Croydon but failed to identify any familiar landmarks or light sources. Communication via telephone led MacKenzie-Richards to suggest executing a forced landing due to limited fuel—approximately twenty minutes’ worth—remaining. Descending low, he instructed Green to search for a suitable field but after failing to find one, he ignited a flare amid slight mist conditions. They narrowly avoided trees before ascending again to about two thousand feet.

Since Green had no prior parachute experience, MacKenzie-Richards gave detailed instructions emphasizing not pulling the ripcord until clear of the aircraft. When Green asked if they could roll the plane onto its back to exit together, MacKenzie-Richards declined and insisted Green jump first. At the moment described during the inquest, Green positioned himself with one foot on the seat and one on the side awaiting MacKenzie-Richards’ signal. The pilot throttled down the engine, turned around, extended his hand to push Green out safely. Green landed unharmed in a field nearby.

MacKenzie-Richards’ body was later located in a separate field with his parachute deployed but showed no signs of life. The Coroner determined that MacKenzie-Richards had exited too close to the ground for his parachute to properly open.[29]

During the inquest Major Cooper testified that compasses were routinely inspected on the ground and confirmed this particular compass had undergone periodic testing. He noted that as this was an experimental aircraft equipped with prototype lighting systems, evidence suggested electrical wiring might have interfered with compass accuracy once airborne. It was plausible that compass deviation only manifested when electrical current was active.Template:Fix/category[citation needed]

The aircraft wreckage was discovered within woodland approximately two hundred yards from where MacKenzie-Richards’ body lay.Template:Fix/category[citation needed]

He rests at St. Andrew’s parish churchyard in Great Yeldham.[30]

Legacy

Following his passing, MacKenzie-Richards received a posthumous promotion to the rank of Flight Lieutenant within the Royal Air Force. His sole offspring, Gillian Campbell MacKenzie-Richards, was born in Aldeburgh in 1928. For a period of three years, Mirabel and her daughter Gillian resided in Aldeburgh. On 1 July 1931, Mirabel entered into marriage with Charles Robert Orr-Simpson, a Canadian farmer from British Columbia. Shortly thereafter, on 14 July 1931, Mirabel and Gillian emigrated to Canada aboard the Empress of Britain. The Simpson family later returned to Southampton on 26 February 1934, arriving on the Warwick Castle after traveling from Cape Town via Madeira, with plans to settle in Bath, Somerset. By June 1935, Mirabel had established residence in Clacton-on-Sea, Essex.

References and notes

  1. ↑ Naval Institute Proceedings, Vol. 48 (United States Naval Institute, 1922):2136.
  2. ↑ "R33: G-FAAG: 1921–1928: "The Breakaway", http://www.aht.ndirect.co.uk/airships/r33/R33-breakway.html.
  3. ↑ "R.33 as Aircraft Carrier", Flight (22 October 1925):698
  4. ↑ "R.33 as Aircraft Carrier", Flight (28 October 1926):703
  5. ↑ Peter W. Brooks, Zeppelin: Rigid Airships 1893–1940 (Putnam, 1991):189; Richard K. Smith, The Airships Akron & Macon: Flying Aircraft Carriers of the United States Navy (U.S. Naval Institute, 1965):21; Anthony J. Lambert, Travel in the Twenties and Thirties (I. Allan, 1983):35; Ursula Bourne, East Anglian Village and Town Signs, 2nd ed. (Osprey Publishing, 2003):20.
  6. ↑ "'...on the Flying Trapeze': The Experiments with Parasite Airplanes and Airships", http://oldbeacon.com/beacon/airships/parasite.htm; "HMA 23, 24, 25 and 26", http://www.aht.ndirect.co.uk/airships/hma23/index.html; "Flying Forever: R.33 Parasite Fighter Experiments", http://www.unrealaircraft.com/forever/r33_parasite.php
  7. ↑ "Flying Forever – Skyhook", http://www.unrealaircraft.com/forever/skyhook.php; Greg Goebel, "The Parasite Fighters" (1 December 2009), http://www.vectorsite.net/avparsit.html
  8. ↑ The Times (22 October 1926); "R.33 as Aircraft Carrier", Flight (28 October 1926):703–704., http://www.flightglobal.com/pdfarchive/view/1926/1926%20-%200795.html and http://www.flightglobal.com/pdfarchive/view/1926/1926%20-%200796.html; "The Last of HMA R-33", The Aeroplane (24 November 1926):660; Aero Digest 10:1 (Aeronautical Digest Pub. Corp., 1927):59; Aeronautics 7–8 (1942):56; "NICO BRAAS COLLECTION: No. 9322. Gloster Grebe Mk.II (J7400) Royal Air Force" (31 October 2009), http://www.1000aircraftphotos.com/Contributions/Braas/9322.htm; Brett Holman, "The Flying Aircraft Carrier: Why?", (4 July 2008), http://airminded.org/2008/07/04/the-flying-aircraft-carrier-why/
  9. ↑ The Times (22 October 1926).
  10. ↑ "R.33 as Aircraft Carrier", Flight (28 October 1926):706, http://www.flightglobal.com/pdfarchive/view/1926/1926%20-%200798.html
  11. ↑ "R.33 as Aircraft Carrier", Flight (28 October 1926):705–707; Robin D. S. Higham, The British Rigid Airship, 1908–1931: A Study in Weapons Policy (G.T. Foulis, 1961):266; United Service and Royal Aero Club (Great Britain), Flight International, Vol.81 (IPC Transport Press Ltd.,1962):778; Bernard Fitzsimons, The Illustrated Encyclopedia of 20th Century Weapons and Warfare, Vol.11 (Columbia House,1969):1164; Richard K. Smith, The Airships Akron & Macon: Flying Aircraft Carriers of the United States Navy (U.S. Naval Institute,1965):21; Anthony Robinson, The Illustrated Encyclopedia of Aviation, Vol.10 (Marshall Cavendish Corp.,1979):85; "NICO BRAAS COLLECTION: No.9322 Gloster Grebe Mk.II (J7400) Royal Air Force" (31 October 2009), http://www.1000aircraftphotos.com/Contributions/Braas/9322.htm.
  12. ↑ "R.33 as Aircraft Carrier", Flight (28 October 1926):706; "NICO BRAAS COLLECTION: No.9322 Gloster Grebe Mk.II (J7400) Royal Air Force" (31 October 2009), http://www.1000aircraftphotos.com/Contributions/Braas/9322.htm;
  13. ↑ Aeronautics7–8(1942):56; Peter W.Brooks,Zeppelin: Rigid Airships1893–1940(Smithsonian Institution Press,1992):189; United States Naval Institute,Proceedings, Vol.61 Part1(1935):238; Terence Boughton,The Story of the British Light Aeroplane(J.Murray,1963):282.
  14. ↑ "Pulham Air Station – RNAS Pulham", Pennoyers Village Centre,http://pennoyers.org.uk/index.php?option=com_content&task=view&id=126&Itemid=1&limit=1&limitstart=1 Archived 2011-10-07 at the Wayback Machine
  15. ↑ Its Construction Number was 114. See "De Havilland Aircraft Production", http://www.dehavilland.ukf.net/p001.htm Archived 22 July 2011 at the Wayback Machine. Delivered to the R.A.E. on 25 March 1925, it was the second aircraft used in the R33 trials and was fitted with a Cherub III engine. Refer to Aubrey Joseph Jackson, De Havilland Aircraft Since 1915 (Putnam, 1962):184, 2nd ed. (1978):219. From 4 April 1927 until 1928, ownership belonged to the RAE Aero Club. Later owned by Flying Officer AF Scroggs at Henlow, it crashed at Hamble on 21 July 1934 and was restored by August 1977 using original wings and empennage with a fuselage constructed by DH Technical Schools. Presently privately owned by Terry Pankhurst and exhibited at the de Havilland Aircraft Heritage Centre in London Colney, Hertfordshire, England. See "Civil Aircraft Register: Great Britain", Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).; Ken Ellis, Wrecks and Relics, 19th ed. (Hinckley, Leicestershire: Midland Publishing, 2004):79–80; Jenna, "Luton Minor Piccies", (17 December 2008), http://forum.keypublishing.com/showthread.php?p=1500945; G-Ordy comments: "Mike Russell selected 'G-EBQP' believing its certificate expired in 1929 making it suitable for parts for the Clarke Cheetah. A.J.J. noted that G-EBQP was intact at Heston on 29 March 1934 but destroyed in a fatal Hamble accident on 21 July that year, so the current aircraft registered as G-EBQP is unrelated to the original... though it does incorporate a rudder from one of the airship Humming Birds – which one remains unknown." (26 December 2008), http://forum.keypublishing.com/showthread.php?p=1339370
  16. ↑ There are accounts suggesting it was later re-fitted with a 26kW ABC Scorpion engine. See "The Bournemouth Whitsun Meeting Organised by the Royal Aero Club", Flight (9 June 1927):368, http://www.flightglobal.com/pdfarchive/view/1927/1927%20-%200406.html; Aubrey Joseph Jackson, De Havilland Aircraft Since 1909, 2nd ed. (Putnam, 1978):512.
  17. ↑ "BOURNEMOUTH Early Airfields – Ensbury Park", http://daveg4otu.tripod.com/airfields/ben.html Archived 27 May 2010 at the Wayback Machine
  18. ↑ "Air Racing", Flight (9 June 1927):366, http://www.flightglobal.com/pdfarchive/view/1927/1927%20-%200404.html
  19. ↑ "The Bournemouth Whitsun Meeting Organised by the Royal Aero Club", Flight (9 June 1927):368, 374, http://www.flightglobal.com/pdfarchive/view/1927/1927%20-%200406.html; "DORSET CRASH LIST" with additional details from Howard J Curtis and "Wings over Weymouth" by Colin Pomeroy, updated March 2009, http://daveg4otu.tripod.com/dorset/dorcrash.html Archived 28 September 2010 at the Wayback Machine; "Wings over Winton", http://www.wintonforum.co.uk/aviation.html# Archived 1 March 2010 at the Wayback Machine
  20. ↑ For details and an image of MacKenzie-Richards with his aircraft, see "The Nottingham Flying Meeting: Good Races at Hucknall on Monday", Flight (4 August 1927):543, http://www.flightglobal.com/pdfarchive/view/1927/1927%20-%200591.html; "The King's Cup Air Race and August Bank Holiday Meeting", Flight (28 July 1927):510–511; Aubrey Joseph Jackson, British Civil Aircraft, 1919–1972, Vol.2 (Putnam's British Aircraft Series), second edition (Putnam,1998):75; Don Berliner, "A Concise History of Air Racing", Society of Air Race Historians, http://www.airrace.com/ConciseHist.htm
  21. ↑ Mirabel was baptized at St. George's in Hanover Square, London. Refer to Frederick Arthur Crisp, Visitation of England and Wales Vol. 20 (Grove Park Press, 1919):28.
  22. ↑ Charles Harry Clinton Pirie-Gordon, ed., Genealogical and Heraldic History of the Landed Gentry: Founded by the Late Sir Bernard Burke, Vol. 1, 15th ed. (Shaw, 1937):440. One record indicates Mirabel may have been previously married to Dudley Ropes. See "Family Tree", http://cobboldfht.com/family-tree.php/tree/view/person:496/marriage:314 Archived 8 July 2011 at the Wayback Machine.
  23. ↑ Cobbold attended Charterhouse School starting in 1879, enlisted in the York and Lancaster Regiment on 29 August 1885, participated in the Second Boer War, received the Queen's South Africa Medal with three clasps, and was appointed a Companion of the Order of the Bath on 18 February 1915. Refer to Visitation of England and Wales (1919):28; Charterhouse School, Charterhouse Register 1872–1900:143; "Ernest Cazenove Cobbold Grave Monument Details", Grave Monument 353, http://www.gravestonephotos.com/public/gravedetails.php?available=yes&fullname=Ernest%20Cazenove%20Cobbold&grave=353 at St Peter and St Paul’s Parish Church, Aldeburgh, Suffolk.
  24. ↑ She was the daughter of Col. Arthur Wellesley White and married Cobbold on Thursday, 9 July 1896 at St. George's, Hanover Square, London. See Visitation (1919):28.
  25. ↑ Flight (28 July 1927):530; also (1 September 1927):626; England & Wales Marriage Index records for Jul–Aug–Sep 1927, Plomesgate district, Suffolk county; Charles Harry Clinton Pirie-Gordon, ed., Genealogical and Heraldic History of the Landed Gentry, Vol.1 (1937):440.
  26. ↑ "A Sacrifice", Flight (17 November 1927):802; Great Britain Parliament records; United Service and Royal Aero Club publications; Ces Mowthorpe's Sky Sailors (1999); Francis K. Mason's The Gloster Gladiator (1964); United States Naval Institute Proceedings (1926); England & Wales Death Index for Oct–Dec 1927.
  27. ↑ See journal citations regarding Harry Norman Green's career and research contributions.
  28. ↑ Harry Norman Green’s thesis: Papular urticaria (University of Sheffield Faculty of Medicine,1927).
  29. ↑ The Times (14 November 1927).
  30. ↑ "Monumental Inscriptions", Seax – Essex Archives Online.

External links

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