Preston Watson

He was born in Dundee, Tayside, Scotland on 17 May 1880, the son of Mr Thomas Watson of Balgowan and his wife Jane Preston. His father was partner in Watson & Philip a wholesale food distributor in Dundee.[9][10]

He was a pupil of the High School of Dundee and showed considerable interest in things mechanical from an early age. 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 University College, 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.[2]

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, Messrs Watson and Philip, Preston built small model aeroplanes and dropped them from the bridge at Ninewells.[2]

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. 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.[11]

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."[12]

Influenced by Frederick William Lanchester's 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.[2]

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.[1]

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. Exactly when he completed his first aeroplane is not known, but on page 400 in the 2 November 1909 issue of The Aero magazine is the following statement:

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.

Although clearly a typographical error with regards to the location of "the secluded little village of Forgendenny, Perthshire, near Preston" and Watson's name, this article seems to confirm a likely completion time period of his first full size aeroplane based on his rocking wing patent.[2]

Although somewhat neglected by aviation historians, Preston Watson's aeronautical experiments are contemporary with those of better known British pioneers, such as Alliott Verdon Roe and Geoffrey de Havilland. In many ways Watson's experiments are of at least equal historic interest today as those of his contemporaries, since his primary focus was developing an alternative means of controlling an aeroplane in flight - his "rocking wing" method of lateral control.[1]

Watson is known to have built three aeroplanes incorporating rocking wings, only two of which successfully became airborne under their own power.[7]

It is likely that Watson's second patent, "Improvements in Flying Machines" dated 1 January 1909[1] was the first published description of Watson's rocking wing theory of lateral control, the function of which in a practicable sense is described by him as, "above [the main] plane...and carried by the frame of the machine is a rocking aeroplane...capable of rocking about a fore and aft central axle..."

"The pivot...is above the fore and aft central axis of the main plane and depending from the rocking plane and at right angles to it is a lever...fixed rigidly to such rocking plane. This lever is fixed in so far that it can tilt the plane...to one side or the other..." The actuation of which by the pilot induces the rocking motion of the wing.

When in flight the rocking wing functions in the following manner, "when the rocking aeroplane...is tilted out of the horizontal...by moving the lever...to one side, the normal pressure of the rocking aeroplane...is inclined out of the vertical and gives rise to a horizontal component pulling its axle...to one side relative to the line of flight."

"The [aircraft is] thus caused to rotate about the line of flight, that is to say, the [rocking wing] becomes tilted about the line of flight and out of the horizontal. The normal pressure of the [main plane] is thus inclined out of the vertical and gives rise to a horizontal component pulling the [aircraft] to one side of the line of flight."

To climb and descend in the aircraft, the vertically mounted lever, "...is moved fore and aft, thus causing the front edge of the rudder [tailplane, none of Watson's aeroplanes were fitted with a vertical rudder. The Wrights also initially referred to their horizontal stabilisers as horizontal rudders] to be moved downwards or upwards."

Because of the dual actuation of the control lever, "...the [rocking wing] and the [tailplane] can be moved so as to cause the machine to move up and down while at the same time moving to the one side or the other, that is to say that by simply moving the hand which actuates the lever in any desired direction and the trim altered."

Watson's declaration as a conclusion to the patent is in two points, as follows:

1. "In aeroplanes the use of a rocking plane situated on a higher level than the main plane, for preserving lateral stability and for steering right and left and controlled by a lever which also operates the horizontal rudder as described and illustrated on the drawings annexed."
2. "In aeroplanes the combination of a fixed main plane with an upper rocking plane as described and for the purposes set forthwith."[1]

Despite Watson's firm belief in his system of control, the reality behind it, however ingenious, was that it was no more efficient that wing warping or the use of ailerons in its aerodynamic effect on an aeroplane in flight. Prompted by Charles Gibbs-Smith, when analysed by aerodynamic experts at the Royal Aeronautical Society in the late 1950s, it was found that the rocking wing had a significant disadvantage; it had the effect of a single combined aileron and rudder.[2][7][13]

To execute a banked turn from flying straight and level, the rocking wing worked moderately effectively, but when the aeroplane's lateral equilibrium had been compromised, tipping the rocking wing in the opposite direction to the down-going wing to right itself had a tendency to yaw the aircraft in that direction. In effect, the rocking wing did not fully assist in correcting conditions of instability since the pilot had no means with which to induce or correct a yawing motion. Another possible reason behind the rocking wing idea not progressing beyond Watson's experiments was that it could only be applied to relatively light and small aircraft.[2]

Had Preston Watson survived, it is possible that with continual experience flying his aeroplanes he would have thought up an ingenious solution to this problem. Although he would have had to forsake, in his mind, the biggest advantage of his system over contemporaries, the simplicity of operation of the rocking wing method (by a single control lever for pitch and roll), by perhaps adding another actuating device to adequately control his aeroplane.[1][2]

Despite this however, the rocking wing means of lateral control as Watson proposed it, although it had no precedent in aviation's fledgling years, its influence and impact on history have proven to be negligible.[2][7][8][13]

It is known that Preston Watson constructed three powered aeroplanes, of which only two were able to become airborne under their own power.[3][5][4]

There have also been claims that Watson also built and flew an unpowered "Wright Type" glider, but there is little substantial evidence to support this; Preston Watson himself never made the claim and reports of a glider only emerged after James Watson admitted that the claim to powered flight before the Wrights in 1903 was false and the machine Preston flew that year was a glider in the December 1955 issue of Aeronautics magazine. While he might have begun constructing a glider at some stage in his life, no evidence can be found that verifies the claim he flew it.[2]

The grave of Preston Watson, Western Cemetery, Dundee

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. [17]

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.[2]

According to letters written by Watson and published in the aforementioned book, 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 (presumably) 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.[2]

One of these letters hints at Watson's own displeasure with his aircraft, although exactly what this might be in regards to is unknown. Was he displeased with his machine's performance at the Concours de La Sécurité en Aéroplanes competition, or was it at the lack of progress with and/or recognition of his experiments as a whole?[2]

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.[2]

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.[2]

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.[2]

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.[7]

Preston Watson is interred in the Western Cemetery, Dundee.[19] The grave lies just before the first upper terrace. The white obelisk bears a dove in flight.

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.[2][7]

Preston Watson's achievements, although not spectacular are today regarded with scepticism because of the erroneous claims of powered-flight-before-the-Wrights in the summer of 1903 that originated from his younger brother James. According to Alistair W. Blair and Alistair Smith in The Pioneer Flying Achievements of Preston Watson, James Watson began collating information on the claim in a letter to the Science Museum, London dated 21 October 1949. In the 15 December 1953 issue of the Manchester Guardian newspaper, James had an article published referencing the claim, although it wasn't the first public acknowledgement of it. Following this, James Watson approached the Royal Aeronautical Society via a joint dinner with the Royal Aero Club at the Dorchester Hotel, London, commemorating 50 years since the Wright Brothers' first powered flight on 17 December 1903, with evidence, including photographs and eye-witness accounts that Preston Watson flew a powered aeroplane before the Wright Brothers.[2] A further article appeared in the February 1954 issue of Aeronautics magazine titled "The Watson History", in which James Watson re-iterated his claim, although the magazine's editor cautiously advised readers that; "we would say that we are not convinced that Preston Watson can upset existing priority claims for controlled and sustained flight."[2]

Director of the Victoria and Albert Museum and professional aviation researcher Charles Gibbs-Smith vigorously investigated the Watson claim.[8] The presentation of Gibbs-Smith's findings to him eventually forced a change of tack from Watson the Younger. Published in the December 1955 issue of Aeronautics magazine titled "A pioneer in Scotland", James changed his story from that published in the same magazine previously, stating that "Preston's first aeroplane was without an engine" and that "trial flights were made at Errol in the summer of 1903". In a letter to Gibbs-Smith, James also wrote, "I make no claim that the 'machine' Preston used at Errol in 1903 was a powered machine."[7][8]

He was married to Beatrice Philip (1882–1971). Their son Ronald Watson (1908–1941) was killed at sea whilst serving as a Lieutenant in the Royal Navy Volunteer Reserve.[20]

• Aircraft flight control system
• Clive Franklyn Collett
• Charles Gibbs-Smith
• List of aviation pioneers
• Richard Pearse
• Alberto Santos Dumont
• Wing warping
• The Wright Brothers