FERGUSON monoplane No.l (J.B. Ferguson & Co., Little Donegall St., Belfast. Later Harry Ferguson Co. Ltd., The May St. Motor Co. Ltd., Belfast)

   Harry G. Ferguson was the designer and pilot, whose first aircraft were constructed by his brother's firm of motor engineers. The machine was completed late in 1909 and although a 35hp Green had been acquired it was abandoned after a temporary flywheel disintegrated on test, and the aircraft was fitted instead with a 35hp air-cooled JAP.
   The machine had an open rectangular section girder fuselage, incorporating an A-frame which formed the upper pylon and continued down as the main members of the complex chassis with central skid. A large wheel supported the tail. The wings were parallel in chord and were fitted with skids in the form of hoops of cane at the tips, and also further inboard. Warping was employed for lateral control. The tail surfaces consisted of a tailplane on the fuselage centerline carrying a triangular elevator, which operated between top and bottom rudders.
   The trials at Hillsborough Old Park using a Beedle propeller, resulted in a few short hops only and, greatly disappointed, Ferguson went off to both Rheims and Blackpool meetings, returning with new ideas for an improved version of his aircraft.
   The second version was ready for testing at Hillsborough in December 1909. This was fitted with a new wing with tapered trailing edge. The undercarriage was simplified and no skid was fitted; a second pylon for bracings was added. On 31 December 1909, after a few short hops, the machine covered 130 yards reaching about 15 feet in height, in a 25-30mph wind, the first flight of an Irish-built aircraft. This was achieved using a Cochrane propeller, which Ferguson regarded as unsatisfactory, together with other propellers that he had tried, and he said so, in rather blunt letters to Flight. He praised a propeller from Clarke of Kingston, which he used later, and with which he was more successful, although changes to the machine no doubt contributed. The flying ground was also unsatisfactory and future tests were to be carried out elsewhere.
   The third version was taken to Massareene Park, County Antrim in April 1910. It had an increased span wing, without the large hoop skids, an increased height undercarriage and a long tapered fin. The rear fuselage was covered with fabric and a large AA badge (Aviation Association of Ireland) was mounted at the nose. A Clarke propeller was fitted. Although some flights were made, the location proved unsatisfactory, also further modifications to the machine were indicated.
   The fourth version was ready for trials in May 1910 and was taken to a the beach at Magilligan Strand, Lough Foyle, County Deny. The aircraft had been considerably modified by the addition of an extra 2ft bay at the nose. The wing had been reduced in span with altered bracings to the raised pylon, now positioned further forward, and without the earlier kingposts. The undercarriage was now fitted with a central skid and the tailwheel was later replaced by a skid. The rudders were triangular and no fin was fitted. Ferguson made a number of flights at Magilligan, increasing steadily to 2 1/2 miles and up to 40ft height by 8 June 1910. On 15 July 1910 the dismantled machine was moved to Newcastle, County Down for a display at Donard Park, but the ground and the weather were unsuitable and he moved to the sands at Dundrum Bay. On 8 August 1910 he was able to cover three miles at a height of 100ft at 35-40mph, for which he won a ?100 prize, donated by the Newcastle Recreation Committee.
   Further improvements were made to the machine, the design of which was now basically established. The new nose bay was made triangular in section, and then reverted to rectangular. The fuel tank, previously carried above the fuselage, was placed inside and then transferred to a position between the undercarriage legs. The fuselage was completely covered.
   Flying continued at Magilligan Point with passengers being carried, including on 10 October 1910, T.W.K. Clarke, the supplier of Ferguson's favored propeller. Later that day the machine crashed badly and was wrecked beyond repair.

   Power: 35hp JAP eight-cylinder air-cooled vee.
   Data Version (1) (2) (3) (4)
   Span 34ft 34ft 40ft 36ft
   Chord 6ft 7ft 7ft 6in -
   - tapering to 5ft tapering to 5ft -
   Length 30ft - - 32ft
   Area 192 sq ft 192 sq ft 292 sq ft 240 sq ft
   Weight - 620 lb 660 lb -
   Weight allup - 760 lb 800 lb 900lb
   Speed - 32mph - 35-40 mph


FERGUSON monoplane No.2

   The second Ferguson monoplane embodied the changes made progressively to the first machine, but except for the engine and possibly minor parts salvaged from the wreck of the first, was completely new. It was taken to Newtownards and took off unexpectedly from the beach in windy conditions on 12 June 1910. The propeller and skid were damaged on landing. On 14 June 1910 Ferguson flew with a heavy passenger, who was injured in the landing when further damage occurred. After repairs it was re-flown at Strangford Lough in October and carried several passengers. Ferguson flew the aircraft at Magilligan Strand in 1912, but was concentrating on his motor business and by January 1913 the monoplane was being flown successfully by O.G. Lywood. John Williams, an associate in Ferguson's company, also flew the machine, but abandoned it after various problems. The engine was salvaged, but the aircraft was not rebuilt.
   The fuselage of No.2 was of triangular section and the aircraft was generally reminiscent of the Antoinette, having triangular tail surfaces, tapered wings, and the pilot seated high above the top longerons. The undercarriage originally had two wheels and a nose skid but was subsequently modified to include a front wheel between the two convergent landing skids; the hollow axle of the unsprung main wheels allowed the warp cables to pass through, and enabled the deletion of the separate underside mounting for the pulleys. Waiping was controlled by lever by the left hand, the elevator being operated by a separate stick. A single A-frame was used as the anchorage for the top cables. The fuel tank was carried across the fuselage, just behind the engine, with room for a passenger seated below the pylon.
   A replica of this aircraft, fitted with the original engine and seat, was built in 1972-1973 for the Irish Aviation Museum by Capt. J.C. Kelly-Rogers, a well-known ex-BOAC and Aer Lingus pilot.

   Power: 35hp JAP eight-cylinder air-cooled vee driving a 7ft diameter Clarke propeller.
   Data
   Span 32ft
   Chord 7ft tapering to 5ft
   Area 180sqft
   Area tailplane 26 sq ft
   Area elevator 11 sq ft
   Area rudders 9 sq ft
   Length 27ft
   Height 9ft 9in
   Speed 55 mph