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Updated: June 19, 2025
What Harry Hawker is to Mr. Sopwith so is F. P. Raynham to Mr. Roe. This skilful pilot learned to fly at Brooklands, and during the last year or two he has been continuously engaged in testing Avro machines, and passing them through the Army reception trials. In the "Aerial Derby" of 1913 Mr. Raynham piloted an 80-horse-power Avro biplane, and came in fourth.
With favoring winds at her back, and with the lightest load she had carried, she covered the distance in one hour and forty-four minutes, an average speed of 86.7 nautical miles an hour, or more than 99 land miles. This was a new record for the seaplanes on the ocean flight. Meanwhile Harry G. Hawker and Lieut.-Commander Mackenzie Grieve, the Sopwith team waiting so long at St.
Sopwith as a pilot, for, like other famous airmen, such as Louis Bleriot, Henri Farman, and Claude Grahame-White, who jumped into fame by success in competition flying, he has retired with his laurels, and now devotes his efforts to the construction of machines. He bids fair to be equally successful as a constructor of air-craft as he formerly was as a pilot of flying machines.
His conversation was highly interesting, and to him I was indebted for much information on mining generally, and on the mineral wealth of Great Britain, while writing on Physical Geography. Many years after he and Mrs. Sopwith came and saw me at Naples, which gave me much pleasure. He was unlike any other traveller I ever met with, so profound and original were his observations on all he saw.
The English also use what was known as the "D. H. 5," a machine carrying a motor of very high horse-power, while the Sopwith and Bristol biplane were popular as fighting craft. The French pinned their faith mainly to the Farman, the Caudron, the Voisin, and the Moraine-Saulnier machines.
Meanwhile, H. G. Hawker, pilot of the Sopwith biplane, together with Commander Mackenzie Grieve, R.N., his navigator, found the weather sufficiently auspicious to set out at 6.48 p.m. On Sunday, May 18th, in the hope of completing the trip by the direct route before N.C.4 could reach Plymouth.
This is particularly true when the pilot is flying a Sopwith Camel powered by the temperamental Clerget motor with its malfunctioning wind driven gasoline pump.
In view of the morrow's operations they wanted urgently a plan of some new defences on which the Hun had been busy during the spell of dud weather. They selected Umpty Squadron for the job, probably because the Sopwith would be likely to complete it more quickly than any other type, under the adverse conditions and the time-limit set by the sinking sun.
Indeed to Sopwith a man could say anything, until perhaps he'd grown old, or gone under, gone deep, when the silver disks would tinkle hollow, and the inscription read a little too simple, and the old stamp look too pure, and the impress always the same a Greek boy's head. But he would respect still. A woman, divining the priest, would, involuntarily, despise.
We dropped below into the clear air, and hovered about in a search for the companion bus. Five minutes brought no sign of its whereabouts, so we continued alone towards the trenches. Three minutes later, when about one mile west of Pozières, we sighted, some 900 yards to north of us, a solitary machine that looked like a Sopwith, though one could not be certain at such a range.
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