The Magic of a Name: The Rolls-Royce Story, Part 2 E-Book

Peter Pugh

• Herausgeber: Icon Books
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 772

Veröffentlichungsjahr: 2015

Beschreibung

The Magic of a Name tells the story of the first 40 years of Britain's most prestigious manufacturer - Rolls-Royce. Beginning with the historic meeting in 1904 of Henry Royce and the Honourable C.S. Rolls, and the birth in 1906 of the legendary Silver Ghost, Peter Pugh tells a story of genius, skill, hard work and dedication which gave the world cars and aero engines unrivalled in their excellence. In 1915, 100 years ago, the pair produced their first aero engine, the Eagle which along with the Hawk, Falcon and Condor proved themselves in battle in the First World War. In the Second the totemic Merlin was installed in the Spitfire and built in a race against time in 1940 to help win the Battle of Britain. With unrivalled access to the company's archives, Peter Pugh's history is a unique portrait of both an iconic name and of British industry at its best.

Leseprobe

Printed edition published in the UK in 2001 by

Icon Books Ltd, Omnibus Business Centre,

39-41 North Road, London N7 9DP

email: [email protected]

www.iconbooks.net

This electronic edition published in 2012 by Icon Books Ltd

ISBN: 978-1-84831-480-1

Text copyright © 2001 Peter Pugh

The author has asserted his moral rights

No part of this book may be reproduced in any form, or by any means, without prior permission in writing from the publisher.

Typesetting by Hands Fotoset, Woodthorpe, Nottingham

Design and layout by Christos Kondeatis

CONTENTS

PHOTO CREDITS AND A NOTE ON THE VALUE OF MONEY

INTRODUCTION

AUTHOR’S ACKNOWLEDGEMENTS

CHAPTER ONE THE GAS TURBINE IS OUR FUTURE

CHAPTER TWO EFFORTLESS TAKE-OFF, VIBRATIONLESS CRUISING

CHAPTER THREE THE BRISTOL AEROPLANE COMPANY

CHAPTER FOUR THE RB 211 – FIGHT FOR THE ORDER

CHAPTER FIVE THE RB 211 – COMPLETING THE ORDER

CHAPTER SIX TAILORING CARS FOR CUSTOMERS

CHAPTER SEVEN WE ARE ENGINE MAKERS

CHAPTER EIGHT WINNING BACK CONFIDENCE

CHAPTER NINE A LAUNCH ENGINE AGAIN

CHAPTER TEN PRIDE RESTORED

BIBLIOGRAPHY OF BOOKS CONSULTED

INDEX

PHOTO CREDITS

The majority of the photographs have been provided by the Rolls-Royce Heritage Trust, most from the Derby Branch, but a significant number, particularly those of Bristol engines or aeroplanes, from the Bristol branch.

The photograph of Bill Gwinn and his Pratt & Whitney colleagues in the group between pages 22 and 23 is reproduced by kind permission of United Technologies Corporation (Archive), Hartford, Connecticut 06101.

The photographs of the Mustang and of HMS Ocean, also in the group between pages 22 and 23, and of HMS Invincible between pages 278 and 279 are reproduced by kind permission of the Imperial War Museum.

Most of the photographs of Rolls-Royce and Bentley motor cars in the group between pages 182 and 183 were provided by the Sir Henry Royce Memorial Foundation.

Most of the photographs of Rolls-Royce diesel engines and products with those engines powering them, in the group between pages 214 and 215, were provided by Brian Leverton and Peter Vinson.

The photographs of Admiral Rickover, the USS Nautilus and HMS Dreadnought, also in the group between pages 214 and 215, were provided by Andrew Rice, Communications Manager, Rolls-Royce Naval Marine.

THE VALUE OF MONEY

In a book about a business, we cannot ignore the changing value of money, and – with the exception of the inter-war years – the twentieth century has been inflationary. There is no magic formula for translating 1900 prices into those of 2000. Some items have exploded in price, others have declined. We have to choose some criterion of measurement, and I have chosen the average working wage.

The Victorian age was one of stable prices, but prices started to rise just before the First World War, and rose sharply at the end of it. (Wars are always inflationary, because they distort supply and demand.) Immediately after the war, prices were more than twice as high as in 1914, and although they declined somewhat in the depressed economic conditions of the 1920s and 30s, they remained about twice as high as those before the war.

Price controls and rationing were imposed in the Second World War, but as these were withdrawn, prices again doubled. Inflation continued at about 3 per cent a year through the 1950s and 60s, but then rose sharply, almost catastrophically, in the 1970s. Although it was brought under control by the end of that decade, there were two more nasty upward blips in the early and late 1980s before the more stable 1990s.

I have used the following formula:

Late nineteenth century – multiply by 110 to equate with today’s prices

Early twentieth century – multiply by 100 to equate with today’s prices

1918–45 – multiply by 50 to equate with today’s prices

1945–50 – multiply by 30 to equate with today’s prices

1950–60 – multiply by 25 to equate with today’s prices

1960–70 – multiply by 18 to equate with today’s prices

1970–74 – multiply by 15 to equate with today’s prices

1975–77 – multiply by 10 to equate with today’s prices

1978–80 – multiply by 6 to equate with today’s prices

1980–87 – multiply by 3 to equate with today’s prices

INTRODUCTION

As I said in the Introduction to the first part of this history, The Magic of a Name, The Rolls-Royce Story, The First 40 Years, many books have been written about Rolls-Royce over the years. The Bibliography on pages 328 to 332 shows nearly fifty specifically on Rolls-Royce cars or aero engines or both, and there are hundreds more which devote many words to Rolls-Royce’s products and their importance. However, most of these books are either biographies of the leading personalities, or works that tackle specific aspects of the cars or aero engines.

The last publication to attempt a truly comprehensive history of Rolls-Royce was Harold Nockolds’s The Magic of a Name, published by Foulis in 1938 and reprinted several times until a third edition was finally printed in 1972. This book, with the one published last year, and the third part to be published to coincide with the hundredth anniversary of the meeting of Royce and Rolls, is the first attempt to cover comprehensively the story of Rolls-Royce from its earliest days until the present. The Rolls-Royce name is magic, made so by the calibre of the people and its products, and the title The Magic of a Name is singularly appropriate. Foulis, now owned by Haynes Publishing, has kindly allowed us to use the title again.

The first part of this trilogy took the story from 1904 to 1945 with all the excitement of the meeting of the great engineer, Henry Royce, and the aristocratic motor car enthusiast and salesman, the Hon. C.S. Rolls, through the early pioneering days with the best car in the world, the Silver Ghost, on to the design by Royce and production by Rolls-Royce of the leading aero engine of the First World War, the Eagle. We moved on to Royce’s design of an aero engine which enabled Britain to retain the Schneider Trophy. This association with the aircraft designer, R.J. Mitchell, led on to the Spitfire and Rolls-Royce’s Merlin engines. As we saw, without the Spitfire and the Hurricane, and the Merlins that powered them, the Battle of Britain would have been lost. Finally, we saw how Ernest, later Lord, Hives realised the significance of the jet engine and how he backed Sir Frank Whittle to the hilt.

And that is where we pick up the story in this part, with Whittle and the jet engine. We see how Rolls-Royce adapted itself quickly from mass-producing piston aero engines to designing and producing gas turbine engines, initially for aero engines but later to power ships and power stations also. At the same time, Rolls-Royce returned to the motor car business and for the first time produced complete cars, not just engines and chassis. It also began to manufacture diesel engines.

We shall see how the leaders of the company realised that Rolls-Royce must win orders in the USA if the company was to survive as a major force in the aero engine business, and how this led to the design of an innovative and world-beating three-shaft engine, the RB 211. Unfortunately, we shall have to go through the pain of how the development of this engine so overstretched the company that it was forced into receivership.

However, we shall end on the happy note of Rolls-Royce emerging from sixteen years under Government ownership, facing a promising future with its reputation for designing and producing engines of the highest quality untarnished.

Peter PughJanuary 2001

AUTHOR’S ACKNOWLEDGEMENTS

In researching this book on Rolls-Royce I have read all of the books mentioned in the bibliography, and quoted from several of them. I am grateful to the authors and to the publishers. I have interviewed many people, some of them several times, and I am grateful to them too. Most of the interviews took place in Britain, but I travelled to the USA several times, both to research the archives held at Gilbert, Segall and Young, Rolls-Royce’s legal advisers in New York, and those at Rolls-Royce Allison in Indianapolis, and also to interview a number of people who had been in close contact with Rolls-Royce. I also travelled to Australia to interview a number of people there.

I would like to mention especially: Roy Anderson, Steven Arris, Peter Baines, Sir Basil Blackwell, John Blatchley, Geoffrey Bone, Martin Bourne, Tom Bowling, Walter Boyne, Peter Byrom, Bill Castle, Gerry Collin, Charles Coltman, John Coplin, Roger Cra’ster, Ken Crooks, David Davies, Gordon Dawson, Michael Donne, Sir George Edwards, Cyril Elliot, Ernest Eltis, Chris Farara, Mac Fisher, Sir Ian Fraser, Lloyd Frisbee, Dick Garner, Phil Gilbert, Colin Green, Sir Arnold Hall, Fred Hardy, Ronnie Harker, Bill Harris, Sir Terence Harrison, Rhoddie Harvey-Bailey, Dr. Bob Hawley, Lionel Haworth, Denis Head, Paul Heiden, Alex Henshaw, Jock Heron, Dr. Mike Hicks, Sam Higginbottom, John Hodson, Ronnie Hooker, Ralph Hooper, Sir David Huddie, Mike Hudson, Gerry James, Stuart John, John Jones, Jim Keir, Lord Keith, Lord Kings Norton, Kevin Kirby, Jock Knight, Carl Kotchian, Eberhart von Kuenheim, Brian Leverton, Gordon Lewis, Sir Douglas Lowe, Sue Lyons, Jackson McGowen, Sir Arthur Marshall, Sir Peter Masefield, Sir Robin Maxwell-Hislop, Tom Metcalfe, Hamish Middleton, Stewart Miller, David Mitchell, Dr. Gordon Mitchell, Fred Morley, Sir Ian Morrow, Michael Neale, Tom Neville, Alan Newton, Rex Nicholson, Sir Robin Nicholson, John Nutter, Gordon Page, Peter Pavey, Don Pepper, David Pickerill, Sir David Plastow, Ashley Raeburn, Melvin Reynolds, Andrew Rice, Tim Rigby, Jim Rigg, Ian Rimmer, Cliff Rogers, John Rose, Philip Ruffles, Trevor Salt, Brian Slatter, Sir Alec Smith, Guy Smith, Sir John Smith, Tom Smith, Reg Spencer, Gordon Strangeways, Bob Sunerton, Joe Sutter, Alan Swinden, Bill Thomas, Lord Tombs, Richard Turner, Peter Vinson, John White, Ian Whittle, Geoff Wilde, T. Wilson, Andy Wood, Jimmy Wood, Paul Wood, John Woodward, John Wragg, Ken Wright.

Unfortunately, since I interviewed them, a number have died – Sir David Huddie, Lord Kings Norton, T. Wilson, Ronnie Harker, Stewart Miller, Roger Cra’ster, Sir Arnold Hall, Lionel Haworth, Gordon Strangeways and Ken Wright. All made a great contribution to both Rolls-Royce and the aircraft industry.

I received constant help and encouragement from Sir Ralph Robins, the Chairman of Rolls-Royce plc. John Warren, Assistant Company Secretary at Rolls-Royce, was extremely helpful in providing the relevant documentation pertaining to board decisions.

Philip Hall, curator of the Sir Henry Royce Memorial Foundation at The Hunt House, Paulerspury, gave me full access to the archives held there and provided some of the photographs. Michael Donne, former air correspondent with the Financial Times, kindly sent me tapes of work he had done in preparing a book on Rolls-Royce which was never published. Peter Baines, Andrew Rice, Andrew Siddons, Peter Pavey, Tom Smith and Brian Leverton were all very helpful in providing information and photographs.

As with the first part of this history of Rolls-Royce, my undying gratitude goes to Mike Evans, formerly Chairman of the Rolls-Royce Heritage Trust. His help and advice have been unstinting and his meticulous attention to detail is an example to every author of a non-fiction book. As with the first book he has also helped enormously with the photographs, not only with advice on which to publish but also with sourcing them and helping with the captions. He has now retired and is beginning to do some of the things he has wanted to do for years. I hope he will find time to help me with Part Three.

As with the first book, I also received help from Richard Haigh and Julie Wood of the Rolls-Royce Heritage Trust.

Peter PughJanuary 2001

CHAPTER ONE

THE GAS TURBINE IS OUR FUTURE

‘FRANK, IT FLIES!’ ‘THE TURBINE ENGINES HAVE ARRIVED’ ‘LET US TALK ABOUT THE ENGINEERING’ EXPERIENCED PERSONNEL PRATT & WHITNEY WESTINGHOUSE

‘FRANK, IT FLIES!’

THE WAR WAS OVER. For six years in Europe, slightly less in the Far East, the leading nations of the world had indulged in an orgy of destruction. In 1943, Joseph Goebbels, the German Nazi politician, had asked the German people:

Do you want total war?

Now there was total defeat. Could the world recover? World War I, with its eight million victims, had seemed bad enough, but this war had brought over thirty million. France lost 620,000, Britain 260,000 – less than in the 1914– 1918 war – but central Europe had suffered grievously. Poland lost more than 20 per cent of its population, including millions of Jews who had been murdered. Yugoslavia lost 10 per cent. It was difficult to know how many had died in the Soviet Union, but estimates ranged between twelve and twenty million. Germany lost five million. In the Far East, the losses and dislocation were also almost too great to grasp.

And material losses were greater than in World War I. Both the Germans and the Russians had pursued scorched earth policies, and hardly a major city in Europe or in Britain went unscathed. Housing for the survivors was of paramount importance, but in many countries almost a quarter of the houses were uninhabitable. Everyone was hungry, many faced starvation, the word ‘famine’ was on people’s lips. To make matters worse, in 1945 Europe suffered a drought. Cereal crops fell from 59 to 31 million tons (excluding the Soviet Union). Even the normally rich agricultural France produced only half its crop of food grains. Everywhere there was food rationing, and the rations had to be cut and cut again. Anyone losing his (or her) ration book would probably lose his life.

As winter approached, fuel also took on life-and-death significance. Coal production had fallen drastically. From the Ruhr came only 25,000 tons per day compared with the 400,000 tons before the war. However, even if the coal had been produced, the means of transporting it had been destroyed. Some 740 of the 958 bridges in American and British zones in Germany – Occupied Germany had been split into four sectors run by the Americans, British, French and Russians respectively – were out of action. France had been left with only 35 per cent of both its railway locomotives and its merchant fleet. Production everywhere was way below pre-war levels and, of course, in such a situation of supply being well beneath demand, inflation was rampant. As Walter Laqueur said in his book, Europe since Hitler:

Whole countries were now living on charity and to say that economic prospects were uncertain would have been a gross understatement in the summer of 1945. There seemed to be no prospects.

In Britain, which at least was on the winning side and which had not suffered invasion, the situation was not quite so bleak. Nevertheless, the country was in a very weak state. To survive, it had been forced to sell a third of its overseas assets, reducing its annual income from overseas investments by more than half. The country’s merchant fleet was less than three-quarters of its pre-war size and only 2 per cent of Britain’s industry was producing for export. Most of its food and raw materials came from overseas and it was struggling to pay for them.

What were Rolls-Royce’s prospects? The company had been totally geared to war production and, as we saw in the first volume of this history (The Magic of a Name, The Rolls-Royce Story, The First 40 Years), it had played a vital part in providing the engines for the fighters and bombers of the Allies. Aero engines for military purposes were not likely to be in such great demand in the coming years, though governments were aware that the rapid running-down of their armed forces, that had taken place after World War I, had not been in their best interests.

Rolls-Royce realised that, as well as supplying the air forces of the world, its best prospects lay in being a leading player in the field of civil aviation. We saw in the first volume that Ernest (later Lord) Hives appreciated that the gas turbine engine would be the future power source for aircraft.

The story of the modern jet engine had begun in the 1920s when two men, acting independently, had put forward their ideas for propulsion by means different from the reciprocating engine. In 1926, Dr. A.A. Griffith, of the Royal Aircraft Establishment’s Engines Experimental Department, proposed the use of a single-shaft turbine engine with a multi-stage axial compressor as a means of driving a propeller through a reduction gear. In 1928, a young Royal Air Force officer, Frank Whittle, wrote a paper entitled ‘Future Developments in Aircraft Design’. He envisaged aircraft flying at speeds of 500 mph, at a time when the fastest RAF fighter could not reach 200 mph, but felt it would be necessary for the aircraft to fly at great heights where the air was rare. At this stage, he was not sure about the means of propulsion, although he was already considering rockets and gas turbines driving propellers. However, a year later, in October 1929, he realised that it was not necessary to have a propeller because the exhaust from the gas turbine could be used to propel the aircraft.

The 1930s were a decade of frustration for Whittle as he tried to win backing for his idea. He was introduced to Griffith, but Griffith was somewhat dismissive, saying that his ‘assumptions were over-optimistic’. Griffith himself was also frustrated by his superiors. Whittle’s original work had been reviewed by the Engines sub-committee of the Aeronautical Research Committee in 1930, and the committee had concluded that:

At the present state of knowledge the superiority of the gas turbine over the reciprocating engine cannot be predicted.

Nevertheless, Whittle persisted and, in 1935, formed a company called Power Jets in conjunction with two former RAF colleagues – Rolf Dudley Williams and J.C.B. Tinling (later known affectionately by the Whittle children as Uncle Willie and Uncle Col). Financial backing was forthcoming from O.T. Falk & Partners. [Since the publication of The Magic of a Name, The Rolls-Royce Story, The First 40 Years, in which the progress of Whittle’s jet engine is told more fully, I have read the report of M.L. Bramson, the consulting engineer used by O.T. Falk before they made their investment, and Bramson’s comments thirty years later. I am grateful to the Bristol Branch of the Rolls-Royce Heritage Trust for reproducing these in their Sleeve Notes Issue 7.]

Bramson told of how Whittle appeared in his office one day in 1935 telling him that he needed finance for the development of a system of jet propulsion for aircraft, which he had invented. His material consisted solely of thermodynamic and aerodynamic calculations and diagrams, and there were no engineering designs. Bramson was initially sceptical of ‘the eyebrow-raising improbability of his basic thesis that aeroplanes could be made to fly without propellers’. Nevertheless, he felt Whittle seemed to know what he was talking about and decided to study his theories. Bramson said later:

At the end of the period I got quite excited. First, because of the insight, clarity and accuracy of his presentation and calculations; second because my scepticism of any project based on internal combustion turbines (which had hitherto resisted all practical development efforts) disappeared when I realised that here, for the first time, was an application where maximum energy was needed in the turbine exhaust, instead of in the shaft. This was, of course, the reverse of all past objectives for such turbines. And thirdly, because of the dramatic advance in aviation technology implicit in Whittle’s theories.

Bramson felt that Whittle’s ideas must be financed and introduced him to the bankers O.T. Falk & Partners. Falk commissioned Bramson to investigate further and produce a detailed report. On the strength of his report, Falk financed Whittle through a newly formed company, Power Jets Limited. Work on a prototype engine began at British Thomson-Houston in Rugby. On 12 April 1937 an engine was run and Whittle wrote in his diary:

Pilot jet successfully ignited at 2,000 rpm by motor. I requested a further raising of speed to 2,500 rpm and during this process I opened valve ‘B’ and the unit suddenly ran away. Probably started at about 2,300 and using only about 5hp starting power … noted that return pipe from jet was overheating badly. Flame tube red hot at inner radius; combustion very bad …

The following two years were ones of financial hardship, research setbacks and component shortages, but by June 1939 test runs of the engine were beginning to look promising. Whittle said later:

On 23 June we reached a speed of 14,700 rpm; the next day we went to 15,700 and then on the 26th we ran up to 16,000. We did several runs up to this speed on succeeding days and on one of these occasions – 30 June – DSR [Director of Scientific Research] was present.

It was a critical day because the DSR, Dr. Pye, became completely converted to the project. He agreed that the Air Ministry should buy the experimental engine, but still leave it with Power Jets for continuing experimentation. For Power Jets there was the added bonus that the Ministry would pay for spares and modifications.

Considerable progress was made during 1940, including the production of an aircraft to carry Whittle’s engine by the Gloster Aircraft Company. By April 1941 the Gloster/Whittle E.28/39 was ready, and on 7 April at Gloster’s airfield at Brockworth, Gloster’s chief test pilot, Gerry Sayer, taxied the aeroplane and took it off the ground three times and flew for 200 to 300 yards.

The first proper flight took place at Cranwell in Lincolnshire at 7.35 p.m. on 15 May 1941. It lasted seventeen minutes and Whittle recalled later:

I was very tense not so much because of any fears about the engine but because this was a machine making its first flight. I think I would have felt the same if it had been an aeroplane with a conventional power plant … I do not remember, but I am told that, shortly after take-off, someone slapped me on the back and said, ‘Frank, it flies!’ and that my curt response in the tension of the moment was ‘Well, that was what it was bloody well designed to do, wasn’t it?’

There was only one person from the Ministry of Aircraft Production present at this flight but, when news reached London, a large delegation led by the Secretary of State for Air, Sir Archibald Sinclair, went to Cranwell on 21 May for a further demonstration. John Golley, who collaborated with Whittle to write a book, Whittle, the true story, described the scene very well:

Gerry Sayer brought gasps from the uninitiated onlookers with a high-speed run downwind, when the strange whistling roar of the propellerless engine riveted their attention as they watched the E.28 pulling up into a steep climbing turn and shoot skywards. The absence of a propeller was a source of amazement, and few of those privileged to see Sayer could have had any doubts that they had witnessed the beginning of a new chapter in aviation history…

One of two officers watching the E.28 take off was heard to ask, ‘How the hell does that thing work?’ His companion replied, ‘Oh, it’s easy, old boy, it just sucks itself along like a Hoover.’ [Whittle himself said that it ‘sucks itself along like a bloody great vacuum cleaner!’] Dan Walker of Power Jets was amused to hear one officer – not knowing that Walker was one of the engineers intimately concerned – assure everybody in his immediate vicinity that the power plant was a Rolls-Royce Merlin engine driving a small four-bladed propeller inside the fuselage. He stated positively that he had seen it!

From this moment the future of the jet engine and, in particular, Whittle’s engine, was assured. However, a prototype engine was one thing; production of reliable engines in quantity was quite another. And this was where Rolls-Royce came into the picture.

‘THE TURBINE ENGINES HAVE ARRIVED’

Rolls-Royce would have been aware of developments in the Internal Combustion Turbine (ICT) field, and on 1 June 1939 it recruited A.A. Griffith, giving him the facilities to continue the development of his axial compressor units. Hives instructed him to ‘go on thinking’, and Griffith proposed the most advanced of his concepts from the RAE – a contra-rotating engine, the CR1, with a fourteen-stage high-pressure system and six-stage low-pressure ducted fans.

While encouraging Griffith, Hives also made contact with Whittle, whom he had met at Power Jets’ factory in 1940 at the instigation of Stanley Hooker. As we have seen, Hooker had been recruited to Rolls-Royce just before the war and made an enormous contribution on the Merlin supercharger. Hooker had already been to see Whittle, and said later:

I first met Frank Whittle in January 1940. At that time he was located with a small team of engineers at an old disused foundry at Lutterworth, near Rugby. His firm was called Power Jets, and the work he was doing was Top Secret. I was taken to see his first jet engine by Hayne Constant who, at that time, was the Director of the Engine Research Department of the Royal Aircraft Establishment at Farnborough. Constant had specialized in both centrifugal and axial compressors, and had frequently visited Derby to discuss with me the development of the Merlin supercharger. There was snow on the ground when he took me from Derby to Lutterworth, and I saw for the first time the strange jet engine roaring in its test bed. Compared to the sophisticated design and manufacture of Rolls-Royce, it looked a very crude and outlandish piece of apparatus. Yet, standing near to it while it was running, I felt conscious that I was in the presence of great power. Whether it was useful power or not, I had no idea.

I cannot claim that I was an immediate convert to the jet engine. That took some months, while I did my own analysis of the gas-turbine engine and, more importantly, came under the spell of Frank Whittle’s genius and super technical knowledge.

By August, Hooker was convinced that Whittle’s engine was so revolutionary Rolls-Royce should become involved. Through the spring and summer as Hooker regularly visited Whittle’s operation at Lutterworth, Whittle’s engine improved in reliability and performance to the point where it could make quite long runs at 800 lb thrust.

This did not sound very much and when Hooker suggested to Hives that he go and meet Whittle, Hives said of the 800 lb thrust:

That doesn’t sound very much. It would not pull the skin off a rice pudding, would it?

However, when Hooker pointed out that the Merlin in a Spitfire at 300 mph gave about 840 lb thrust Hives agreed to go to the Power Jets factory in Lutterworth, where he was shown round by Whittle. Whittle remembered Hives saying: ‘I don’t see many engines. What’s holding you up?’ Whittle explained the problems in having certain components made, whereupon Hives said: ‘Send us the drawings to Derby, and we will make them for you.’

In 1994, Whittle recounted to Sir Ralph Robins, the Chairman of Rolls-Royce plc, that he also emphasised to Hives the simplicity of his engine. Hives thought about this and replied:

We’ll soon design the bloody simplicity out of it!

Within a short time, Rolls-Royce was making turbine blades, gearcases and other components for Power Jets. For some reason, perhaps sensing their integrity, Whittle felt comfortable with Rolls-Royce, while he felt threatened by the likes of Rover and Armstrong Siddeley. Rover had been given a contract by the Air Ministry to work on the production of the Whittle engine following a meeting between Tinling, the Power Jets director, and Maurice Wilks, chief engineer of the Rover Car Company. Whittle recalled:

This was based on our respect for their outstanding engineering ability, particularly in the field in which we were engaged. I believe that this respect was mutual.

By the spring of 1941 Rolls-Royce was deeply involved, and on 28 May 1941, shortly after the first flights of the Gloster/Whittle E.28/39, Hives wrote to Hennessey at the Ministry of Aircraft Production:

We had a very successful meeting on Sunday afternoon at the Rover factory where we met the Wilks brothers and Thomas. I took with me our superintendent who looks after the production of all experimental pieces. It was agreed provisionally which parts we should undertake, and another meeting has been arranged for Friday when we hope to bring back the drawings, and get on with the job.

I also arranged with Wilks that I would send our Mr Rowledge, Dr Griffith and Dr Hooker to the factory at Clitheroe where it was hoped they would see one of the engines stripped … Any suggestions which we have to offer will in no way interfere with the production of the parts for Rovers, and we have agreed that in order to cover the finance and contract position, we will act as sub-contractors to Rovers on the production of pieces. We are expecting in six to eight weeks’ time to have our own machine running.

During the summer of 1941, a Gas Turbine Collaboration Committee was formed. The idea almost certainly came from Hives. Whittle thought so too, writing in his book: ‘I understand that the original suggestion for this committee was made by Hives.’

Rolls-Royce helped Whittle with his ‘surging’ problems, building a test rig with a 2,000 hp Vulture piston engine with a step-up gear made by putting two Merlin-propeller reduction gears in series and driving them backwards to achieve the 16,500 rpm required by Whittle’s W.2 compressor.

On 12 January 1942, Hives wrote to Whittle inviting him to Derby to discuss a proposal that Rolls-Royce should build a version of his engine. As we have seen, Hives had already recruited A.A. Griffith (who had moved from the Air Ministry research laboratory to the RAE in Farnborough). However, Griffith’s axial flow ideas were proving difficult to convert into a practical engine, and Hives liked the simplicity of Whittle’s engine.

It was agreed that Power Jets would be the main contractor on the Rolls-Royce version of Whittle’s engine, and that Rolls-Royce would be the subcontractor. On 30 January 1942, Hives visited Power Jets and, having made the point that he wanted Rolls-Royce to be at the forefront of jet engine manufacture, said that more than technical collaboration would be necessary. In the short term, however, not much happened except that the Ministry of Aircraft Production gave Power Jets a contract for the design and development of six engines, and Power Jets immediately placed subcontracts with Rolls-Royce.

Much of 1942 seems to have been spent struggling with attempted solutions to mechanical problems. According to Dr. Bob Fielden, while the W.1 engine was satisfactory the design of the W.2 was not. It was clear early in the year that Rover was wondering how it could extricate itself. Spencer Wilks was finding it very difficult to work with Whittle, and early in February 1942 he put forward a proposal to Hives whereby Rover and Rolls-Royce could collaborate.

Hives wrote to him on 11 February:

I have discussed with Mr Sidgreaves [Arthur Sidgreaves, appointed Managing Director of Rolls-Royce in 1929] the proposition you put forward last Saturday.

The decision we have arrived at is that it would be impossible to take advantage of your offer. As I pointed out to you, in agreement with MAP and Power Jets Ltd., we are producing a Whittle turbine to Rolls-Royce designs, and we have undertaken the development work. In connection with this project, we have agreed to act as subcontractors to Power Jets Ltd. I am sure you will appreciate the impossible position, which would arise if we have any link-up with the Rover Company.

For his part, Whittle was becoming frustrated by Rover’s lack of progress. Only the day before Hives wrote to Wilks, Whittle had also written to Rover:

We can summarise our views by saying that experimenting cannot go on indefinitely before a decision is made on the first production model, and in the meantime, if we have the correct picture of the situation, the mechanical side is being seriously neglected.

Rover’s brief was to manufacture, but it was only allowed to change any design feature to ease production. However, it found what Whittle had given it could not be made and the company was therefore carrying out illicit development work without keeping Whittle informed.

Despite the many difficulties during 1942, Hives became more and more convinced that gas turbines were the future for the aircraft industry. He realised that Whittle’s W.2B engine worked, because Rolls-Royce was test-flying it at Hucknall, as is clear from this letter from Ray Dorey to Flight Lieutenant W.E.P. Johnson at Power Jets, written on 14 April 1942:

Wellington Test Bed (W.2B into Wellington)

We had a small discussion with DRD after you left the other day, and provisionally fixed for a Wellington II to be sent to us for this job.

As Whittle made further progress on his W.2/500 engine, he suggested to Hives that Rolls-Royce should take over production, as Power Jets was clearly not in a position to do so. Hives and Sidgreaves visited Power Jets on 8 October, and Hives did so again on 4 December. At this latter meeting, Hives told Whittle that he and Sidgreaves had discussed Whittle’s suggestion with Sir Wilfrid Freeman, by this time Chief Executive of the Ministry of Aircraft Production, and Air Marshal Linnell himself. Hives summarised Rolls-Royce’s position, which was that the company was definitely entering the aircraft gas turbine field, it was interested in Power Jets’ W.2/500 and would like to undertake the production, and because of its own commitment to Merlin production, Rolls-Royce would require extra facilities to produce the W.2/500.

Power Jets’ willingness for Rolls-Royce to take over production is set out clearly in a letter from Tinling to Hives on 16 November 1942.

The W.2/500 is nearing the stage of readiness for production … We are of the opinion, against the background of some knowledge of other firms, that your Company is the best able to produce this engine as it should be, and among the few with whom we would feel entirely happy to collaborate.

As we have seen, Hives had been concerned that effort which should have been directed exclusively towards winning the war, was being wasted on jets. However, he had now become what he called ‘a turbine enthusiast’.

Apart from our own contra-flow turbine, we have designed, and shall have running by the end of this month, a Whittle type turbine. Our approach to the Whittle turbine was that we set out to design a turbine with a modest output, but one which, we hoped, would run and continue to run. Our turbine will be the heaviest and biggest, and relatively give less thrust, than any of the others, but we shall be disappointed if it does not run reliably, and for sufficiently long periods for us to learn something about it, and we can then proceed to open up the throttles, in short, to follow the usual Rolls-Royce practice on development.

We are fortunate in as much as we work in the most friendly way with Whittle. We have a great admiration for his ability. We are also equally friendly with the Rover Company. We have shown our friendship in a practical way by producing in our Experimental Department quantities of difficult pieces, both for Power Jets and Rover.

We have been approached by Whittle to undertake the production of the W-500. To do this we should require extra facilities. We are confident of one thing, however, that jets are never going to make any real progress until some well-established firm [and, of course, he meant Rolls-Royce] becomes the parent or big brother, to get a move on.

A comparison of the rate of the U.S. development and ours shows us up badly. [In 1941, Whittle’s drawings had been sent to the US Government, which had passed them on to General Electric, enabling it to develop the GE-1A engine, which powered the first US jet aircraft, the Bell XP-59A Airacomet. This aircraft made its maiden flight at Muroc Dry Lake, California, later to be named Edwards Air Force Base, on 2 October 1942.] It is already time that some of the various jet projects were brought together, and the researches pooled.

Some decisions should be taken as regards the Power Jets factory at Whetstone. I was astonished at the size of it, and the emptiness of it, when I visited it a short time ago.

Hives knew that Rolls-Royce must gain control of the development and production of Whittle’s engine. In the first week of January 1943, Hives and Hooker met Spencer Wilks for dinner at the Swan and Royal in Clitheroe, and Hives asked Wilks: ‘Why are you playing around with the Jet engine? It’s not your business, you grub about on the ground, and I hear from Hooker that things are going from bad to worse with Whittle.’

Wilks replied: ‘We can’t get on with the fellow at all, and I would like to be shot of the whole business.’

Then Hives said: ‘I’ll tell you what I’ll do. You give us this jet job, and I’ll give you our tank engine factory in Nottingham.’

And the deal was done.

Some of the jet engine work by Rover had been carried out at Waterloo Mill in Clitheroe as well as at Barnoldswick and one of the first decisions Hives made following his agreement with Wilks was to transfer everything to Barnoldswick. As Hooker said later:

This decision [the take-over of the ‘jet job’] – which surely ought to have been taken at national level much earlier – changed the whole tempo of the development of the jet engine. Instead of small teams working in holes in the corner, in one stroke nearly 2,000 men and women, and massive manufacturing facilities, were focused on the task of getting the W.2 engine mechanically reliable and ready for RAF service … Armed with a letter written in red ink (blood we called it) by Sir Stafford Cripps, Minister of Aircraft Production, which stated that ‘nothing, repeat nothing, is to stand in the way of the development of the jet engine’ we were able to indent on the local factories for any expertise we required.

Prime Minister Winston Churchill had written to the Minister of Aircraft Production as long ago as 30 July 1941:

I shall look forward with interest to hearing of the success or otherwise of the trials of the Whittle engine in the fortnight’s time. I hope they will be favourable, but I gathered from you that the present turbine blades were not working. We must not allow the designer’s desire for fresh improvements to cause loss of time. Every nerve should be strained to get these aircraft into squadrons next summer, when the enemy will very likely start high-altitude bombing.

Rolls-Royce moved some key personnel (including Stanley Hooker) up to Barnoldswick and, in May 1944, the first Meteor Is, powered by Rolls-Royce Wellands (the production version of Rover’s Whittle-type, the W.2B23) were delivered to the RAF. (It was decided to name the Rolls-Royce jet engines after rivers. The idea was to denote the continuous airflow/combustion process in a gas turbine.) Wing Commander H.J. Wilson had put together a unit known as CRD Flight under the auspices of the RAE at Farnborough, and by June 1944 this Flight had been equipped with six Meteors. Within a few weeks these aircraft were transferred to 616 Squadron at Manston, and they began operations against Germany’s latest weapon, the V.I flying bomb, on 27 July 1944.

However, gas-turbine-powered aircraft saw little action in the war. As the News Chronicle wrote in July 1945:

[The Meteors] operated over the Channel outside the gun and balloon belts. Against such difficult and fast targets as the flying bombs the Meteors had considerable success.

In the meantime the German jet-propelled fighters and fighter-bombers were appearing in increasing numbers over the battlefields in Holland and Germany. These were the single-jet Messerschmitt 163 [in fact, it was rocket powered] and the twinjet Messerschmitt 262 and the Arado 234. The German pilots relied mainly on their high speed for their protection against interception by our fighters. Only the Tempests and one of the later marks of Spitfire had a hope of dealing with the German jets. [The News Chronicle was being very patriotic. The American P-51 Mustang, admittedly powered by the Rolls-Royce Merlin, was also capable of, and indeed succeeded in, shooting down Messerschmitt 262s.]

Air Marshal Sir Arthur Coningham, commanding the RAF, Second Tactical Air Force, became more and more anxious to match the British jet against the German jet. It became increasingly obvious that only a jet could be set to match a jet; but no one had practical experience of air fighting at speeds in excess of 500 mph.

During the closing months of the war in Europe the Meteors were sent across the Channel. For a while they were stationed near Brussels until the pilots familiarised themselves with the conditions. Later the Meteor unit was moved forward into Holland and finally into Germany. During this period the operation[s] of the Luftwaffe declined until they reached vanishing point. The Meteor pilots waited in vain for the chance to show what they could do.

Nevertheless, Hives knew that the gas turbine aeroengine was the future and threw the weight of Rolls-Royce behind its development. However, he knew that production of jet engines would be pointless unless the airframe manufacturers designed aircraft to accommodate them.

On 15 November 1944 he wrote to his old friend, Sir Wilfrid Freeman.

Our own view is that it is certain we shall finish the war an entirely obsolete Air Force. I know this is the last thing you would like to see, having been responsible for maintaining the technical superiority of the RAF for so many years.

The turbine engines have arrived! Our recent success with the B-41 emphasises that on the engine side the efficiency and performance has been well demonstrated. The Service experience with jet engines in the F.9/40 [Gloster Meteor] shows that they can be made as reliable as present conventional engines.

There is no mystery about turbine engines: they allow one to crowd much more equivalent horsepower into a very much lighter power plant. For instance, the B-41 in a modern fighter is equivalent to a piston engine of 7,000 HP.

All we can see as regards aircraft for these new type engines is a small amount of planning on fighters, but there is no sense of urgency at the back of it. The urgency all appears to be concentrated on the Brabazon type of civil machines.

It is unfortunate that the timing of the introduction of turbines should coincide with the demand for civil aircraft, but we consider the RAF should have preference.

On jet engines there is very little invention: the fact that we could design, produce, manufacture and demonstrate the full performance on the B-41 in 6 months confirms this point.

You know better than I do how long it will take to replace the various RAF machines with modern types – the first thing to face up to is that the present machines are already obsolete, and that the Air Ministry, and the Cabinet, and the Nation should face up to it.

The Germans are already ahead of us on the practical use of jet machines. As regards the technical details of their engines, we should say that they are not as good as we can provide; but on the other hand, their development is handicapped because of the best materials not being available to them.

Rolls-Royce continued to devote resources to development of the jet engine. The Welland was quickly followed by the Nene and Derwent, which, by 1946, were demonstrating high performance and reliability. By the middle of 1946 over 20,000 hours of engine testing had been completed as well as 1,500 hours of experimental flight testing. At the same time 150 Meteor aircraft had completed 20,000 hours of service flying.

There were, of course, some problems. In his book Rolls-Royce from the Wings, Ronnie Harker wrote:

With the Meteor beginning to reach the squadrons, there were understandably teething troubles to be overcome with the engines. This meant frequent visits by the top engineers to obtain first-hand information. It was during some of these visits, when I was the pilot, that we had some rather hairy incidents, which had fate been unkind might have set back engine development considerably! Perhaps Stanley Hooker or Adrian Lombard [Rolls-Royce’s chief engineer] had a jinx or maybe they just wanted to press on regardless!

On one occasion, I flew a party of engineers from Hucknall down to Manston in our Oxford to attend a dinner to celebrate 616 Squadron becoming operational. We had a pleasant evening with the pilots and their wives and on the morrow prepared to leave for the North. The weather was really foul with low cloud and rain and bad visibility and I thought about delaying the departure. However, the weather was obviously not going to improve and as Lombard as usual was keen to press on, I let him persuade me to take off.

We became airborne and were in cloud at 100 feet. We turned north to cross the Thames Estuary and were flying between the sea and the cloud base, when about halfway across, the port engine lost power. I throttled it right back, but having non-feathering propellers we were only just able to maintain height on one engine. We managed to turn round on the reciprocal course and we tried to find Manston again. [Manston was used principally as an airfield for damaged aircraft returning from missions to Europe. It had wide runways and was well equipped with fire tenders. This could have been why Harker chose it.] Everybody on board was now rather agitated, and all eyes were searching through the murk to try to find the coast line and the aerodrome. We skated over the hills with very little to spare and found the runway lights. I flew in, in a position to do a 40° turn, lower the under-carriage and flaps and go straight in but just as I was in the middle of doing this a Mosquito loomed right up in front of me, having turned inside us from the left. It was in full pitch with a lot of throttle on, motoring in to land in front of us. We flew straight into his slipstream which tilted us up vertically on to our port wing tip with only about 100 feet in which to pick the wing up, there was no hope of going around again. By putting on full top rudder and full aileron and full power on the starboard engine we levelled out as we hit the runway but with a lot of drift on. Fortunately nothing broke and we were on the ground in one piece. It was [a] near thing!

In spite of such adventures, the flights eventually proved trouble-free and maintenance was carried out by one third of the personnel required for Spitfire squadrons, even though the Meteor was fitted with two engines as opposed to the Spitfire’s single piston engine. So successful was the Meteor that 3,800 were built between 1944 and 1955. On 7 September 1946, a Derwent-powered Gloster Meteor F Mk 4 – EE549, flown by Group Captain E.M. Donaldson, set a new world air speed record of 615.81 mph. The present thrust of the Derwent and Nene was 3,500 lb and 5,000 lb respectively, but advanced engines were under development, which by 1947 would deliver 4,000 lb and 5,750 lb thrust. As well as these two centrifugal compressor engines, an axial-flow engine, the AJ-65, was also under development and was expected to be ready for sale in 1948.

‘LET US TALK ABOUT THE ENGINEERING’

Hives was convinced that Rolls-Royce’s future lay with the jet engine. On 30 May 1946 he told his board:

Our future lies on the turbine engine side. There are no new aircraft contemplated or being built which will take the Merlin or Griffon engines, or any other piston engines.

Hives was perfectly correct that the future lay with the jet engine, but Rolls-Royce’s first entry into the civil aviation market was with the Merlin engine. However, civil aviation was not going to be easy. The Americans, who would provide the competition both in airframes and aero engines, were way ahead of potential British competitors as they had continued to develop their transport aircraft during the war. Nevertheless, Trans-Canada Airlines (TCA, now Air Canada), which had operated Merlin-powered Lancastrians during the war, chose the Merlin to power its Canadair DC-4M North Star airliner, effectively a Douglas DC-4 with a pressurised cabin. The maiden flight took place in Montreal in July 1946. Similar aircraft were operated by several airlines – including the newly formed British Overseas Aircraft Corporation (BOAC), which called them Argonauts. Merlins also powered the York, which had first been used in Transport Command of the RAF. It was based on the Lancaster wing and power plants, and was used by a number of airlines.

The Trans-Canada Airlines business was considered important enough for Hives to send J.D. (Jim, later Sir Denning) Pearson to Canada to negotiate with TCA and Canadair, which were to build the aircraft. He set up a Rolls-Royce subsidiary to support the operation. When Pearson was recalled, Jimmy Wood, who had served as a graduate apprentice during the war and who would later be awarded the OBE for ‘services to British commercial interests in Japan’, went out to replace him. There were plenty of problems as Alec Harvey-Bailey, son of R.W.H. Bailey, made clear in his book Rolls-Royce, the Sons of Martha:

The Merlin in TCA was taking time to settle down and Jimmy Wood was sent to the TCA base in Winnipeg and EW-D [Eric Warlow-Davies] was virtually full-time in Montreal, with me handling the Derby end … Hs [Hives] soon replaced Harry Cantrill, who was then running Merlin and Griffon development because time was not of the essence to him and TCA were demanding rapid cures. Hs’s choice was David [later Sir David] Huddie, who was then one of the rising stars in engineering. Based on service priorities he reshaped the development programme on the engine, but it was not an easy task. During the war Merlin had been finessed to the point where he had little room to manoeuvre, but steady improvements were made in the operation. With hindsight our lack of experience in civil aviation, and particularly in engine management, were a factor. TCA were a technically oriented airline, with a powerful engineering department with somewhat dogmatic views that did not help. As an example, they were wedded to a particular brand of oil, which added to our problem.

In the end, it necessitated intervention by Hives to placate TCA. Gordon McGregor, the airline’s president, demanded that Hives fly out to discuss the problems with him. Before McGregor could launch into a tirade about the unreliability and therefore extra cost of the Merlin, Hives took the wind out of his sails by giving him a cheque and saying:

That is to recognise some of the trouble we caused you. Now let us talk about the engineering.

According to Harvey-Bailey:

[In] those days the cheque was like an international telephone number and McGregor, a man of integrity, responded and set the tone of the meeting.

However, while TCA were satisfied with the engineering programme, they were still unhappy about potential costs. After letting the arguments run for some time, Hs said: ‘You are the experts, you tell us what the engine should cost.’ TCA came up with a parts cost of $4 an engine flying hour and Hs replied: ‘Right you pay us $4 an hour and we will pick up the balance.’ This did two things, it quietened TCA and gave Rolls-Royce some very clear if tough targets. It was the first flying hour agreement and established a policy that exists to this day in various forms. Equally, Derby responded to the challenge and finally achieved profitability at the figure.

Back in Europe, the Merlins were still giving service in helping to thwart the Soviet blockade of Berlin in 1948. (As had been predicted by some including, dare it be said, Adolf Hitler, the real threat to post-war peace came not from fascist Germany but from the communist Soviet Union and it was not long before their expansionist aims in Western Europe were threatening World War III.)

Most of the aircraft involved in the Berlin Airlift were American, but the British made a significant contribution with Yorks, Hastings, Sunderlands and Tudors. Harvey-Bailey wrote:

The effect of the short stage length and the high percentage of take-off power gave all engines a hard time. On the Merlin the main problem was exhaust valve deterioration. This was tackled by changing cylinder blocks at shorter lives and embodying the latest modifications, as well as trying new coatings on both valves and valve seats. Facilities had to be increased to meet demand for repaired blocks and engines, but a good standard of reliability was sustained.

The year 1949 brought more problems with the Merlin as BOAC began to operate their Argonauts. The main problem was a spate of intercooler pump gland failures. The intercooler system differed from earlier civil engines in that it gave full intercooling at take-off, but mixed main engine coolant in the intercooler flow at cruise, to raise the charge temperature and stop plug leading. The danger was that an intercooler pump gland failure could drain the main cooling system. In the air, or rather on the ground, were six BOAC Argonauts stuck between London and Colombo with pump failures and the rest of the fleet grounded. (Before the war and for a short time after it, Colombo was an important centre for British companies trading in the Far East. In 2000 it is insignificant, thanks to the liberal capitalist regime in Singapore as opposed to the communist one set up in Sri Lanka, formerly Ceylon.)

The Test Department in Derby said no leakage had ever occurred on test and no one seemed able to suggest a cure. Hives became more and more irate at the failure to find a solution and said:

The Transport Department is full of Rootes vehicles with packless gland water pumps. They don’t leak. Crewe is full of motor cars with pumps that don’t leak and here we are unable to fix a simple job like this. This has got to stop, someone is going to fix the coolant pump job in twenty-four hours or be fired.

The man he chose was Alec Harvey-Bailey, who later said that Hives’s famous answer when asked by someone how many people worked at Rolls-Royce, ‘About half of ‘em’, was made at this time when Hives was under great stress. Harvey-Bailey himself was now under stress, but came up with the solution. As he put it:

Forced to reappraise the mixing scheme … it was shown that at cruise powers the charge temperature was sufficient to avoid plug leading without charge heating. By deleting the mixing scheme and using full intercooling for take-off and zero intercooling at cruise by putting a stop valve in the circuit, the requirements of the operation were met. Intercooler pump seals did wear in service, but it was a problem that could be lived with and finally improved materials produced satisfactory seals.

This saved the fleet from being ‘grounded’. Once that happens, getting a fleet flying again can prove very difficult as British Airways and Air France will surely find with Concorde. If the Merlin was proving not entirely satisfactory for the relentless slog of civil operations, the costs of entering the jet age were not going to be light either, as these minutes from the board meeting of 5 September 1946 testify:

The Managing Director supplemented his report on Aero Division matters by drawing the attention of the Board to the enormous cost of production of turbine engines. The production cost of the Nene was twice that of the Merlin, and the Dart was proving much too expensive. The reason for this appeared to be that we were at present much too short of knowledge. The amount of scrap was terrific. Whittle’s theory always was that turbines could be produced cheaply, and a main problem for us was how to produce them at a reasonable price.

A controversial decision was made by the recently elected Labour Government in September 1946 when it gave permission for the sale of twenty-five Rolls-Royce Nene and thirty Rolls-Royce Derwent engines to its ally, the Soviet Union. The engines were copied and powered the MiG-15, MiG-17, IC-28 and Tu-14 combat aircraft used by both the Soviet Union and its allies. During the Korean War (1950–53), the Royal Navy and American air forces found themselves fighting against them.

Sir Stafford Cripps is usually given credit – if that is the right word – for this generous act, although there is some evidence to suggest that Rolls-Royce was also enthusiastic to make the sale. And indeed, why not? The Soviet Union was Britain’s ally. ‘Uncle Joe’ Stalin was a popular hero and, more important, Rolls-Royce employed thousands of people and needed to keep them busy. Perhaps, if Hives and Cripps had visited Moscow and suffered the privations of the British Embassy there, they would have looked on Soviets less kindly. Lord Gladwyn wrote in his Memoirs:

Bevin [Foreign Secretary in the post-war Labour Government] liked to tell the story of Brindle, the Petersons’ elderly Scotch terrier and how he, Bevin, suffered in the pursuit of His Majesty’s Foreign Policy. Towards the end of our little meal, Ernie would recall, ‘they gave me, with the cheese, what I took to be a dog biscuit, so I said, by the way of a joke like, and quite unsuspecting: ‘Lady Peterson, these look like dog biscuits.’ ‘As a matter of fact they are, Secretary of State,’ she said, ‘but we like them.’ Well, after a bit of a pause, I said, ‘Lady Peterson, I’ope I’m not depriving Brindle of his dinner?’ And do you know what she replied? ‘That’s quite all right, Secretary of State, Brindle won’t eat them.’

By 1948, as the Cold War intensified when the Soviets blockaded Berlin, even Cripps was sufficiently disillusioned with Britain’s former ally to prevent the sale of hardware or technology.

EXPERIENCED PERSONNEL

Whatever promise the Soviet Union held for new business for Rolls-Royce, the United States of America clearly promised much more and Hives was quick to respond to a cable he received from Philip Taylor in New Jersey on 30 January 1946. The cable read:

MAY I DISCUSS WITH YOU IN ENGLAND A LICENSE FOR THE MANUFACTURE AND SALE OF YOUR TURBINE ENGINES IN THE UNITED STATES. PLANS INCLUDE CREATION OF A NEW COMPANY WITH ADEQUATE UNITED STATES CAPITAL AND EXPERIENCED PERSONNEL.

Hives immediately sent a cable to Jim Pearson in Montreal to check out Taylor’s background and qualifications. (As we have seen, Pearson, one of Rolls-Royce’s most promising young engineers of the 1930s, had been sent to Montreal to liaise with Trans-Canada Airlines and the Royal Canadian Air Force, both of which had ordered the Canadair-built DC-4 powered by the Merlin.)

Taylor had been chief engineer of Curtiss-Wright which had been producing air-cooled piston engines throughout the war. He had fallen out with the Curtiss-Wright board and now wanted to promote the jet engine in the USA.

Hives also sent a holding cable to Taylor, which said:

We are free to discuss licence but would need satisfying on the quality and experience on the engineering side. Have booked telephone call to you ten o’ clock our time Saturday morning [5 a.m. for Taylor and, note, transatlantic telephone calls had to be booked days in advance in 1946] in order to avoid unnecessary journey.

After talking to Taylor, Hives was reluctant to grant him a licence or even to write a letter to Taylor saying that Rolls-Royce was willing to negotiate. Conversations had been taking place with Continental Motors, which had made Merlins under licence and Hives wrote to Pearson on 2 February 1946:

We are much more interested in the Continental set-up. There we have a recognised aero engine firm, which is supported by the US Army Air Corps, which has complete technical staff and manufacturing facilities.

I think it might help you in your dealings with Continental if you can say that there are other offers being made.