The Hovercraft: A History

FOREWORD

It is not every day you get asked to write a foreword for a book, and indeed I wasn’t actually asked; I was tasked with asking either the hovercraft inventor’s daughter, Frances Cockerell, or Lord Mountbatten’s grandson, Lord Romsey, both being Patrons of the Hovercraft Museum Trust of which I am a founding trustee. Needless to say Frances Cockerell was invaluable and preferred to be involved in helping to proofread and get the Cockerell facts right as indeed Sir Christopher would have wanted. Though the book doesn’t emphasise this, he received very little remuneration for his fantastic invention; a knighthood and the equivalent of a deposit on a nice little bungalow. It certainly wasn’t a living and he had to go on inventing, with wave power and future energy alternatives being next. Had he been an American he would have been a millionaire, though Cockerell never complained.

If it wasn’t for Dr Cockerell and Lord Louis Mountbatten’s promotion of his work then maybe ‘Hovercraft’ would have been the American ‘Ground Effect Machine’, or the French ‘Aeroglisseur’, or the Austrian ‘Leufkissenboot’ – maybe even the ‘Vazsnashino’ from the Eastern Bloc. This very British invention nearly didn’t happen except for the perseverance of these two great Englishmen.

So for me it is with great pleasure that I get to write the foreword for Ashley’s hovercraft history. Like Ashley and many a schoolboy I fell in love with hovercraft at first sight. With great engineering, the hovercraft is the ultimate transformer machine as it metamorphs as it inflates, lifts and drops, changing from sea to land and back. Always a crowd puller with its speed, spray and noise – rudders and props moving and skirts bellowing – the hovercraft is a quirky, futuristic sci-fi machine.

When I first met Ashley he was a student who turned up at an early hovershow asking if he could bring in his rare American Hoverstar craft towed by an Austin Seven car, driven down from London. Needless to say we said yes and enjoyed his display only to find afterwards that he’d never even driven it before!

Ashley’s enthusiasm comes through in his book and I hope that this will introduce a new generation to the hovering craft, as well as educate us older ‘schoolboys’! As Cockerell always said and believed, it is the youth of today we have to enthuse as they are the future and we have to educate people on both the Arts and Sciences or else we are half educated.

Cockerell was my idol, and I had the pleasure of meeting him aged thirteen. Years later I was to paint his portrait whilst he quizzed me on the History of Art and his latest letters to The Times. He was a well-rounded gentleman and knew his stuff! He would have liked Ashley (writer, actor, journalist and props expert on the Bond films) and I know his book will go a long way to educating the next generation of engineers and enthusiasts on this wonderful machine. As Cockerell said himself, ‘Oh well you have to understand it is only half developed you know ... you can’t un-invent something. There will always be Hovercraft!’

With this book, Ashley brings us right up to date and ready for the future!

Warwick Jacobs

Trustee, Hovercraft Museum Trust, Lee-on-the-Solent

CONTENTS

INTRODUCTION

In 1959 a new invention came into being, and it wasn’t long before it changed the world, inspiring many designers, visionaries, businessmen and members of the public. This was the hovercraft, and this is my account which chronicles the history of this wonderful invention that is statistically one of the world’s safest modes of transport. The hovercraft is having something of a renaissance, growing from strength to strength as it continues to meet the world’s demands for an amphibious and truly versatile vehicle. Nothing else can match it!

I would like to express my gratitude to Hovercraft Museum trustee Warwick Jacobs, not only for his hard and loyal work devoted to the preservation of countless historic hovercraft, but also for the archiving of tens of thousands of images and cuttings that span the entire evolution of the hovercraft.

A home-made 1960s hovercar which used the running gear and wheels from a car to provide an adequate means of control for the road. This strange vehicle was also road legal, utilising the registration from the car which it was mechanically based upon.

The Hovercraft Museum near Gosport, Hampshire, on the south coast of England houses a truly unique collection of the most important hovercraft and archives to be found anywhere in the world. (Author’s collection)

This book is my opinion on the hovercraft and I really wanted to finally make good use of many images that have never been seen before, all of which help to document and appreciate the history of the hovercraft, and of the men and women that pushed it to the extremes and gave the world a life-saving vehicle. I hope that you enjoy gaining an insight into this unique mode of transport.

Unless otherwise stated, all images come from the collection of the Hovercraft Museum.

ONE

WHERE IT ALL BEGAN

Six thousand years ago, during the fourth millennium B.C., modern man’s hairy ancestors were formulating the idea of a wheel hewn from stone, which they later made from wood, having discovered this material was easier to work with and could be more durable. They had proved that moving objects could be made easier by a simple method, one that would enable them to advance their lives and civilisations. Six thousand years later, and only a short time after Elvis had a hit with Hound Dog, another strange but forward-thinking concept would emerge in the twentieth century. By now the human population of the world was familiar with the aeroplane in both military and civilian applications. Cars were continuing to get faster and faster, ships were getting bigger and bigger, while trains were slowly turning from imperial steam to diesel and electric traction.

Earth is a wonderful place but few of us ever really take note of the natural beauty that is all around us, or at least not far from wherever we may be. Our planet is covered by a thick blanket of air which is over 200 miles in depth, commonly referred to as the atmosphere, although there are different areas to be found within this zone. These include the stratosphere, jet stream and ionosphere, all of which vary in air pressure; the higher you rise, the lower the pressure of air and thus the lower the amount of energy required to achieve high speeds as the earth spins on its axis below. High altitude jets, such as the now sadly redundant Concorde, ferried their passengers on the very edge of space (58,000ft), while satellites glide even further above us as we sleep.

We have three main elements that make up our environment, these being land, sea and air. Man has achieved transportation through all of these media but only after many years of development. Since the innovation of the wheel, the boat is the oldest form and records can prove that thousands of years have passed since the first examples were constructed. The aeroplane is considered a definite twentieth-century breakthrough, though medieval genius Leonardo da Vinci proved that powered flight was a definite possibility. So on the face of it, transport history would seem to suggest that these three elements have been dealt with, and that man has firmly mechanised earth. Of course, as with all things, it is only a matter of time before someone will try to improve an existing creation or in some cases form a totally new one.

If we examine the three modes of transport we will find flaws in all of them. Ships are the most commercially used mode of transport but are slow; in most cases the maximum speed of a cargo ship is not more than that of the top speed of a 100-year-old motor car! Where an increase in power is obtained it does not translate into forward momentum as that extra power is needed to punch through the water. Boats in their state of movement require quite a lot of energy and high-speed vessels have also presented efficiency challenges. A ship is a much larger version of a boat which may be used for private and recreational use, although in both cases these vessels have their limits, requiring docks or dredged channels to berth.

Wheels are the most practical for everyday day use but they too have limitations. Trucks can carry heavy loads but nowhere near the quantity a ship can carry, while the size of load is constricted by the roads on which it will travel. Further to this, they are heavily affected by traffic congestion, a problem not suffered to any great extent in the air or at sea. The wheel is also greatly affected by severe weather conditions; when placed under stress a wheel can slip in icy conditions and lose all traction. Snow chains and desert ballon tyres provide a practical solution in some cases but the drawbacks to the wheel in extreme conditions are far greater than can be rectified with aftermarket creations for the masses.

Flying is by far the fastest way to get around but also attracts huge costs. Aircraft only stay airborne at speed and require large amounts of energy to get off the ground, as well as to stop! Generally aircraft loads are quite small by comparison to other forms of transport at smaller costs.

To be quite blunt, the faster you travel the more it costs. As the ever-increasing world population demands its resources and consumer items at an ever-increasing pace in the manner of ‘I want that and I want it now!’ then so does the need follow for speed in delivery. The aircraft being too costly, shipping being too slow and the wheel being limited to land it was clear that a gap existed.

By the middle of the twentieth century an unorthodox-looking invention entered public knowledge; however despite its appearance it did not emerge from a secret government test site in the Nevada Desert or from a Cold War British air base but a small, rustic boatyard in Norfolk, the same place where turnips and mustard originate, and later plastic sports cars! However, while the creation’s home may have been simplistic, its qualities for the future were anything but. This was to become quite possibly one of most futuristic-looking vehicles of the post-war industrial era, the hovercraft.

As with all forms of movement, friction is the inevitable barrier that has to be overcome. The hovercraft is based around the idea of eliminating friction, and while the hovercraft itself did not appear until the middle of the Cold War era, ideas of transport focusing on overcoming friction originated centuries earlier.

Whilst da Vinci’s concept of a human-powered flying machine never made it past his famous sketch, it paved the way for future aviators. Da Vinci’s flying machine has in later years been built by countless historians who have proved that this medieval genius was in fact the inventor of the helicopter, although it was aviation firm Sikorsky that would make it a reality some half a millennium later. The theory of hovering can therefore be traced back to the artistic, rapidly advancing Renaissance era.

The next chapter in the air cushion history comes from the early eighteenth century when, in 1716, Swedish philosopher and designer Emmanuel Swedenborg devised an air-cushioned vessel which resembled an upturned dinghy with a cockpit in the centre. Apertures on either side of this allowed the operator to raise or lower a pair of oar-like air scoops, which on the downward strokes would force compressed air beneath the hull, thus raising it above the surface. The project was short-lived and it was never built, for Swedenborg soon realised that to operate such a machine required a source of energy far greater than that which could be supplied by a single human occupant.

Hovermarine sidewall vessel – note the lack of a bow wave.

In France, not even a Citroen H van could escape being hovered! In this case the vehicle was used as a load to demonstrate the advantages of an air cushion pallet.

The hoverbed. A British invention that helped and continues to help the treatment of major burn victims.

This strange boat is actually one of the first full-scale working examples of an air cushion vehicle. The 1916 ‘Gleiftboat’ was a high-speed German torpedo launch that used an elaborate air blower system to reduce friction under the hull while its shape meant the bow would rise out of the water at speed. A design way ahead of its time.

A light one-person hovercraft made at the Royal Aeronautical Establishment at Cardington, Bedfordshire.

The hovercraft at Cardington. From this shot it is clear to see why the base was used to experiment in hovercraft activities. The building is one of the old airship hangars which once housed the famous R101, however in the background lie barrage balloons, perhaps surplus from the Second World War?

Another RAE Cardington inflatable craft.

‘The Skimmer’, 24 April 1961, under the control of its designer, former test pilot for Supermarine (manufacturers of the Spitfire) Don Robertson. Whilst trying not to look like he is sat on the toilet, Don skilfully hovers the craft under the watching eye of the press.

Winfields hovering at Jersey Hoverdrome in the 1970s.

Through the next century, things progressed with a range of practical experiments with air cushion transport. This time the location was England in the 1870s, when engineer John Isaac Thornycroft experimented by forcing air underneath the hull of a small boat. Thornycroft was no stranger to the water as he was already involved in constructing boats for the Admiralty from his yard on the Thames. Thornycroft’s idea was to reduce friction of the hull as it passed through water, enabling a reduction in drag so an increase in momentum. He constructed a form of crude bellows system which was pumped from inside, drawing air from the top and then vented to the underside of the hull. The idea worked, as air bubbles formed and displaced water. However, the power source required to make this method a viable proposition just wasn’t around at that time. It wouldn’t be until a century later that the frictionless vehicle idea would ‘surface’ once again. Thornycroft died in 1928 but his legacy would remain to the end of the twentieth century as his firm went on to build the famous RAF motorboats for air rescue duties during the Second World War. The Thornycroft name was also used for commercial motor vehicle production, most famously with fire engines and trucks. A great number of Thornycroft’s original working models have thankfully been preserved and can be seen on display