Eric Brown (pilot)

CaptainEric Melrose "Winkle" Brown,CBE,DSC,AFC,Hon FRAeS(21 January 1920 – 21 February 2016) was a BritishRoyal Navyofficer andtest pilotwho flew 487 types of aircraft, more than anyone else in history.

Eric Brown
Brown as a lieutenantRNVR,c. 1939-45
Nickname(s)	Winkle
Born	(1920-01-21)21 January 1920 Hackney,London, England
Died	21 February 2016(2016-02-21)(aged 96) Redhill, Surrey,England
Allegiance	United Kingdom
Service/ branch	Royal Navy
Years of service	1939–1970
Rank	Captain
Battles / wars	Second World War Channel Front Battle of the Atlantic
Awards	Commander of the Order of the British Empire Distinguished Service Cross Air Force Cross King's Commendation for Valuable Service in the Air
Other work	Aviation consultant Author

On 3 December 1945, Brown became the first pilot to land on and take off (pictured) from anaircraft carrierin ajet aircraft,when he flew ade Havilland Sea VampiretoHMSOcean.

Brown held theworld recordfor the mostaircraft carrierdeck take-offs and landings performed (2,407 and 2,271 respectively)and achieved several "firsts" innaval aviation,including the first landings on an aircraft carrier of a twin-engined aircraft, an aircraft with atricycle undercarriage,ajet aircraft,and a rotary-wing aircraft.

Brown flew almost every category of Royal Navy andRoyal Air Forceaircraft: glider, fighter, bomber, airliner, amphibian, flying boat andhelicopter.During theSecond World War,he flew many types of captured German, Italian, and Japanese aircraft, including new jet and rocket aircraft. He was a pioneer of jet technology into the postwar era.

Early life

Brown was born inHackney,in the East End of London, but was put up for adoption.At this time there were few places for adoption in London but more in Scotland and he was adopted by Euphemia and Robert Brown in Edinburgh. Robert was a former balloon observer and pilot in theRoyal Flying Corps(RFC).

Brown's adoptive father later took him to see the1936 Olympicsin Berlin.Hermann Göringhad recently announced the existence of theLuftwaffe,and Brown and his father met and were invited to join social gatherings by members of the newly disclosed organisation. At one of these meetings,Ernst Udet,a formerFirst World Warfighter ace, was fascinated to make the acquaintance of Brown senior, a former RFC pilot,and offered to take his son Eric up flying with him.Eric eagerly accepted the German's offer and after his arrival at the appointed airfield atHalle,he was soon flying in a two-seatBücker Jungmann.He recalled the incident nearly 80 years later on the BBC radio programmeDesert Island Discs,

You talk about aerobatics – we did every one I think and I was hanging on to my tummy. So, when we landed, and he gave me the fright of my life because we approached upside-down and then he rolled out just in time to land, he said to me as I got out of the cockpit, slapped me between the shoulder-blades, and gave me the old WW1 fighter pilots' greeting,Hals- und Beinbruch,which means broken neck and broken legs but that was their greeting. But he said to me, you'll make a fine fighter pilot – do me two favours: learn to speak German fluently and learn to fly.

During the Olympics, Brown witnessedHitlershaking hands withJesse Owens.

In 1937, Brown left theRoyal High Schoolin Edinburgh and entered theUniversity of Edinburgh,studyingmodern languageswith an emphasis on German. While there, he joined the university's air unit and received his first formal flying instruction.In February 1938, he returned to Germany under the sponsorship of the Foreign Office, having been invited to attend the 1938 Automobile Exhibition by Udet, by then a Luftwaffe major general.He there saw the demonstration of theFocke-Wulf Fw 61helicopterflown byHanna Reitschbefore a small crowd inside theDeutschlandhalle.During this visit he met and got to know Reitsch, whom he had also briefly met in 1936.

External videos
Eric “Winkle” Brown
Eric “Winkle” Brown’s Biography And Interviews)

In the meantime, Brown had been selected to take part as an exchange student at theSchule Schloss Salem,on the banks ofLake Constance,and it was while there that Brown was woken up with a loud knocking on his door one morning in September 1939. Upon opening the door he was met by a woman with the announcement that "our countries are at war".Soon afterwards, Brown was arrested by theSS.After three days' incarceration, they escorted Brown in hisMG Magnettesports car to the Swiss border, saying they were allowing him to keep the car because they "had no spares for it".

Wartime service

A 1941 image ofHMSAudacityafter her July 1941 conversion to an escort carrier; Brown served on her with802 Squadronuntil the carrier was torpedoed in the Atlantic in December 1941

On returning to a United Kingdom then at war, he joined theRoyal Navy Volunteer Reserveas aFleet Air Armpilot, where he was posted to802 Naval Air Squadron,initially serving on the firstescort carrier,HMSAudacity,converted and thus named in July 1941.He flew one of the carrier'sGrumman Martlets.During his service on boardAudacityhe shot down twoFocke-Wulf Fw 200 Condormaritime patrolaircraft, using head-on attacks to exploit theblind spotin their defensive armament.

Audacitywastorpedoedand sunk on 21 December 1941 by theGerman submarineU-751,commanded byGerhard Bigalk.The first rescue ship left because of warnings of a nearbyU-boat,and Brown was left in the sea overnight with a dwindling band of survivors, until he was rescued the next day.He was the one of the two out of 24 to survivehypothermia;the rest succumbed to the cold.Of the complement of 480, 407 survived.

The loss of life was such that 802 Squadron was disbanded until February 1942. On 10 March 1942, Brown was awarded theDistinguished Service Crossfor his service onAudacity,in particular "For bravery and skill in action against Enemy aircraft and in the protection of a Convoy against heavy and sustained Enemy attacks".

Following the loss ofAudacity,Brown resumed operational flying, beingsecondedtoRoyal Canadian Air Force(RCAF) squadrons flying escort operations toUSAAFBoeing B-17 Flying Fortressbombers over France. His job was to train them in deck-landing techniques, though the training took place on airfields.As a form ofquid pro quohe joined them on fighter operations.

Operational once again in 1943, he went back to the Royal Aeronautical Establishment (RAE)this time to perform experimental flying, including batting in the much more experienced Admiralty Test PilotLieutenant CommanderRoy Sydney Baker-Falknerflying the experimentalFairey Barracudaonto the deck of a carrier in the Clyde. Almost immediately he was transferred toSouthern Italyto evaluate capturedRegia AeronauticaandLuftwaffeaircraft. This Brown did with almost no tuition, information having to be gleaned from whatever documents were available. On completion of these duties, his commander, being impressed with his performance, sent him back to the RAE with the recommendation that he be employed in the Aerodynamics Flight department at Farnborough. During the first month in the Flight, Brown flew 13 aircraft types, including a capturedFocke-Wulf Fw 190.

Brown was posted to theRoyal Aircraft Establishment(RAE) atFarnborough,where his experience indeck landingswas sought. While there he initially performed testing of the newly navalisedSea HurricaneandSeafire.His aptitude for deck landings led to his posting for the testing of carriers' landing arrangements before they were brought into service. The testing involved multiple combinations of landing point and type of aircraft, with the result being that by the close of 1943 he had performed around 1,500 deck landings on 22 different carriers. In six years at RAE, Brown recalled that he hardly ever took a single day's leave.During carrier compatibility trials, Brown crash-landed aFairey FireflyMk I,Z1844,on the deck ofHMSPretoria Castleon 9 September 1943, when thearrestor hookindicator light falsely showed the hook was in the "down" position, compounded by thebatsmanfailing to notice that the hook was not down.The fighter hit the crash barrier, sheared off its undercarriage and shredded the propeller, but he was unhurt.

While at Farnborough as chief naval test pilot, Brown was involved in the deck landing trials of thede Havilland Sea Mosquito,the heaviest aircraft yet flown from a British carrier. Brown landed one for the first time onHMSIndefatigableon 25 March 1944. This was the first landing on a carrier by a twin-engined aircraft for the UK, 2 years after the US B-25 Doolittle Raid in April 1942.The fastest speed for deck landing was 86knots(159 km/h; 99 mph), while the aircraft'sstall speedwas 110 knots (200 km/h; 130 mph).He also flew several stints withFighter Commandin the air defence of Great Britain. During this time, in mid-1944, Brown's home was destroyed by aV-1 "Doodlebug"cruise missile, concussing his wife and causing serious injury to their cleaner. At this time, the RAE was the leading authority on high-speed flight and Brown became involved in this sort of testing, flights being flown where the aircraft, usually aSupermarine Spitfire,would be dived at speeds of the highsubsonicand neartransonicregion. Figures achieved by Brown and his colleagues during these tests reachedMach0.86 for a standard Spitfire MK IX, to Mach 0.92 for a modified Spitfire PR Mk XI flown by his colleague, Squadron Leader Anthony F. Martindale.

Assisting the USAAF's Eighth Air Force

Together with Brown and Martindale, the RAE Aerodynamics Flight also included two other test pilots, Sqn Ldr James "Jimmy" Nelson and Sqn Ldr Douglas Weightman.During this same period the RAE was approached by USAAF GeneralJimmy Doolittlewith a request for help, as the8th Air Forcehad been having trouble when theirLockheed P-38 Lightning,Republic P-47 ThunderboltandNorth American P-51 Mustangfighters, providing top cover for the bombers, dived down onto attacking German fighters, some of the diving U.S. fighters encountering speed regions where they becamedifficult to control.

As a result of Doolittle's request, early in 1944 the P-38H Lightning, aPackard Merlin-powered P-51B Mustang and P-47C Thunderbolt were dived forcompressibilitytesting at the RAE by Brown and several other pilots. The results of the tests were that the tactical Mach numbers, i.e., the manoeuvring limits, were Mach 0.68 for the Lightning and Mach 0.71 for the Thunderbolt; the corresponding figure for both the Fw 190 andMesserschmitt Bf 109was Mach 0.75, giving them the advantage in a dive. However the tests flown by Brown and his colleagues also gave a Mach number for the Mustang of 0.78, resulting in Doolittle being able to argue with his superiors for the Mustang to be chosen in preference to the P-38 and P-47 for all escort duties from then on,which was available in growing numbers by very early 1944; forDoolittle's eventual movetoair supremacymissions permitting the fighters to fly up to 75–100 miles ahead of the bombercombat boxformations, instead of requiring them to remain with the bombers at all times.

Brown's first encounters with jet flight

Brown had been made aware of the British progress in jet propulsion in May 1941 when he had heard of theGloster E.28/39after diverting in bad weather toRAF Cranwellduring a flight and had subsequently metFrank Whittlewhen asked to suggest improvements to thejet engineto make it more suitable for naval use. This resulted in theGloster Meteorbeing selected as theRoyal Navy's first jet fighter, although, as it turned out, few would be used by them. Brown was also selected as the pilot for theMiles M.52supersonicresearch aircraft programme, and he flew modified aircraft incorporating components intended for the M.52; however, the post-war government cancelled the project in 1945 with the M.52 almost complete.On 2 May 1944, he was appointed aMember of the Order of the British Empire"for outstanding enterprise and skill in piloting aircraft during hazardous aircraft trials."

A Royal Air ForceHoverfly Iof the type flown by Brown fromSpeketo Farnborough in 1945

Helicopters

In February 1945, Brown learned that the Aerodynamics Flight had been allocated threeSikorsky R-4B Hoverfly/Gadflyhelicopters. He had never seen one of these machines, so a trip to Farnborough was arranged and Brown had a short flight as a passenger in one. A few days later, Brown and Martindale were sent toRAF Speketo collect two new R-4Bs.

On arrival, they found the American mechanics assembling the machines, and when Brown asked themaster sergeantin charge about himself and Martindale beingtaught to fly them,he was handed a "large orange-coloured booklet" with the retort; "Whaddya mean, bud? – Here's your instructor". Brown and Martindale examined the booklet and after several practice attempts at hovering and controlling the craft, followed by a stiff drink, they set off for Farnborough. Brown and Martindale managed the trip safely, if raggedly, in formation, although sometimes as much as a couple of miles apart.

On 4 April, Brown added another "first" to his logbook when engaged in trials in relation to theflexible deck conceptwithHMSPretoria Castle,in which he was supposed to make landing approaches to the escort carrier in aBell Airacobra,which had been modified with a tail hook. During one of these passes, Brown declared an emergency and was given permission to make a deck landing; a ruse which had previously been agreed with the carrier's captain,Caspar John.Although the landing was achieved without difficulty, the long take off run required for the Airacobra meant that even with the ship steaming at full speed, there was little margin of error. This was the first carrier landing and take off for any aircraft with a tricycle undercarriage.

The RAE's "Enemy Flight"

With the end of the European war in sight, the RAE prepared itself to acquire German aeronautical technology and aircraft before it was either accidentally destroyed or taken by the Soviets, and, because of his skills in the language, Brown was made the commanding officer of "Operation Enemy Flight". He flew tonorthern Germany;among the targets for the RAE was theArado Ar 234,a new jet bomber in which the Allies, particularly the Americans, were very much interested. A number of the jets were based at an airfield inDenmark,the German forces having retreated there. He expected to arrive at a liberated aerodrome, just after it had been taken by theBritish Army;however, German resistance to the Allied advance meant that the ground forces had been delayed and the airfield was still an operational Luftwaffe base. Luckily for Brown, the commanding officer of the Luftwaffe airfield atGroveoffered his surrender and Brown took charge of the airfield and its staff of 2,000 men until Allied forces arrived the next day.

Subsequently, Brown and Martindale, along with several other members of the Aerodynamics Flight and assisted by a co-operative German pilot, laterferriedtwelve Ar 234s across theNorth Seaand on to Farnborough. The venture was not without risk, as before their capture, the Germans had destroyed all the engine log books for the aircraft, leaving Brown and his colleagues no idea of the expected engine hours remaining to the machines. Because of the scarcity of the special high-temperature alloys for use in their construction, theJunkers Jumo 004engines had a life of only 25 hours – it was thus not known whether the engines were brand new or just about to expire.

During this period, Brown was asked by BrigadierGlyn Hughes,the Medical Officer of the BritishSecond Armyoccupying the newly liberatedBergen-Belsen concentration camp,to help interrogate the former camp commandant and his assistant.Agreeing to do so, he soon interviewedJosef KramerandIrma Grese,and remarked upon the experience by saying that; "Two more loathsome creatures it is hard to imagine" and further describing the latter as "... the worst human being I have ever met." Kramer and Grese were latertried and hangedfor war crimes.

Post-war career

The capturedHeinkel He 177A-5 variant in British markings flown by Brown at Farnborough in September 1944

After the Second World War‚ Brown commanded theEnemy Aircraft Flight,an elite group of pilots who test-flew captured German and Italian aircraft. That experience rendered Brown one of the few men to have been qualified to compare both Allied and Axis aeroplanes as they flew during the war. He flight-tested 53 German aircraft, including theMesserschmitt Me 163 Kometrocket fighter.That Komet is now on display at theNational Museum of Flightnear Edinburgh.

His flight test of this rocket plane, the only one by an Allied pilot using the rocket motor, was accomplished unofficially: it was deemed to be almost suicidal due to the notoriously dangeroushypergolicC-Stofffuel andT-Stoffoxidizer combination.

Commenting to a newspaper in September 2015 he recalled,

To me it was the most exciting thing on the horizon, a totally new experience. I remember watching the ground crew very carefully before take-off, wondering if they thought they were waving goodbye to me forever or whether they thought this thing was going to return. The noise it made was absolutely thunderous and it was like being in charge of a runaway train; everything changed so rapidly and I really had to have my wits about me.

Brown flight-tested all three of the German jet designs to see front-line action in the war: theMesserschmitt Me 262ASchwalbeand the Arado Ar 234BBlitz,both these types powered by twin Junkers Jumo 004 engines, and the single-enginedBMW 003-poweredHeinkel He 162ASpatzturbojet combat aircraft.He would later fly the He 162A at theFarnborough Air Show,and described it as having the best controls of any aircraft he had ever flown but as being difficult to handle.One of his colleagues at Farnborough died testing the aircraft type.

Fluent in German, Brown helped interview many Germans after the Second World War, includingWernher von BraunandHermann Göring,Willy Messerschmitt,Ernst HeinkelandKurt Tank.He described the interviews as being minimal, due to the need to begin theNuremberg trials,and limited to matters related to aviation.

Brown was usingHimmler'spersonal aircraft, a specially convertedFocke-Wulf Fw 200 Condorthat had been captured and was being used by the RAE Flight based at the former Luftwaffe airfield atSchleswig.He was also able to renew acquaintance with German pilotHanna Reitsch.She had been arrested after the German surrender in 1945. Fearing the approaching Russians, her father had killed her mother, sister and then himself.

As an RAE test pilot he was involved in the wartime Miles M.52 supersonic project, test flying a Spitfire fitted with the M.52'sall moving tail,diving from high altitude to achieve high subsonic speeds. He was due to fly the M.52 in 1946, but this fell through when the project was cancelled. The all moving tail information, however, supplied upon instruction from the British government ostensibly as part of an information exchange with the Americans (although no information was ever received in return), allowed Bell to modify its XS-1 for true transsonic pitch controllability, in turn allowingChuck Yeagerto become the first man to exceed Mach 1 in 1947.

If theMinistry of Supplyhad proceeded with Ralph Smith's V2-basedMegarocsub-orbital manned spacecraft, Brown would also have been the leading candidate for its projected 1949 first crewed spaceflight.

In a throwback to his days testing aircraft in high speed dives, while at the RAE, Brown performed similar testing of theAvro Tudorairliner. The requirement was to determine the safe limiting speed for the aircraft and to gather data on high-speed handling of large civil aircraft in preparation for a projected four-jet version of the Tudor. Flying from 32,000 ft, in a succession of dives to speeds initially to Mach 0.6, he succeeded in diving the Tudor up to Mach 0.7, an unusual figure for such a large piston-engined aeroplane, this figure being dictated by the pilot's discretion, as pulling the aircraft out of the dive had required the combined efforts of Brown and his second pilot. The Tudor was not a success. The planned jet version of the Tudor later became theAvro Ashton.

The high-speedDH 108VW120that Brown flew. This aircraft later crashed, killing Brown's successor at the RAE, Sqn Ldr Stuart Muller-Rowland.

In 1949, he test flew a modified (strengthened and control-boosted)de Havilland DH.108,after a crash in a similar aircraft while diving at speeds approaching thesound barrierhad killedGeoffrey de Havilland, Jr.,Brown initially started his tests from a height of 35,000 ft, rising to 45,000 ft and during a dive from the latter he achieved a Mach number of 0.985. It was only when attempting the tests from the same height as de Havilland, 4,000 ft, that he discovered that in a Mach 0.88 dive from that altitude the aircraft suffered from a high-gpitchoscillationat severalhertz(Hz). "The ride was smooth, then suddenly it all went to pieces... as the plane porpoised wildly my chin hit my chest, jerked hard back, slammed forward again, repeated it over and over, flogged by the awful whipping of the plane...". Remembering the drill he had often practised, Brown managed to pull back gently on both stick and throttle and the motion; "... ceased as quickly as it had started".He believed that he survived the test flight partly because he was a shorter man, de Havilland having suffered abroken neckpossibly due to the violent oscillation.

Test instrumentation on Brown's flight recorded during the oscillations accelerations of +4 and −3g's at 3 Hz. Brown described the DH 108 as; "A killer. Nastystall.Vicious undamped longitudinal oscillation at speed in bumps ".All three DH 108 aircraft were lost in fatal accidents.

In 1948, Brown was awarded theBoyd Trophyfor his work in trials for therubber decklanding system.On 30 March 1949, he was granted a permanent Royal Navy commission as a lieutenant, with seniority backdated to his original wartime promotion to the rank.

On 12 August 1949, he was testing the third of threeSaunders-Roe SR.A/1jet-powered flying-boat fighter prototypes,TG271,when he struck submerged debris, which resulted in the aircraft sinking in theSolentoffCowes,Isle of Wight.He was pulled unconscious from the cockpit of the wrecked aircraft by the Saunders-Roe test pilotGeoffrey Tyson,having been knocked out in the crash. He was promotedlieutenant commanderon 1 April 1951,commanderon 31 December 1953andcaptainon 31 December 1960.

Brown was responsible for at least three important firsts in carrier aviation: the first carrier landing using an aircraft equipped with a tricycle undercarriage (the Bell Airacobra Mk 1AH574) on the trials carrierHMS Pretoria Castleon 4 April 1945; the first landing of a twin-engined aircraft on a carrier (the Mosquito) onHMS Indefatigableon 25 March 1944; and the world's first carrier landing of a jet aircraft, landing the prototypede Havilland VampireLZ551/Gon the Royal Navy carrierHMSOceanon 3 December 1945. For this work with the Mosquito and the Vampire he was later appointed anOfficer of the Order of the British Empire.

In the 1950s during theKorean War,Brown was seconded as an exchange officer for two years toNaval Air Station Patuxent River, Maryland,US where he flew a number of American aircraft, including 36 types of helicopter. In January 1952, it was while at Patuxent River that Brown demonstrated thesteam catapultto the Americans, flying aGrumman Pantheroff the carrierHMSPerseuswhile the ship was tied up to the dock at thePhiladelphia Naval Yard.It had been planned for Brown to make the first catapult launch with the ship under way and steaming into any wind; however, the wind on the day was so slight that British officials decided that, as the new steam catapult was capable of launching an aircraft without any wind, they would risk their pilot (Brown) if the Americans would risk their aircraft. The launch was a success and US carriers would later feature the steam catapult.

It was around the same time that another British invention was being offered to the US, theangled flight deck,and Brown once again was called upon to promote the concept. Whether due to Brown or not, the first US aircraft carrier modified with the new flight deck,USSAntietam,was ready less than nine months later.

In 1954, Brown, by then a Commander in the Royal Navy, became Commander (Air) ofRNAS Brawdy,where he remained until returning to West Germany in late 1957, becoming Chief of British Naval Mission to Germany, his brief being to re-establish German naval aviation after its pre-war integration with and subornation to, the Luftwaffe. During this period Brown worked closely with AdmiralGerhard Wagnerof the German Naval Staff. Training was conducted initially in the UK onHawker Sea HawksandFairey Gannets,and during this time Brown was allocated a personalPercival Pembrokeaircraft by theMarineflieger,which, to his surprise, the German maintenance personnel took great pride in. It was the first exclusively naval aircraft theGerman Navyhad owned since the 1930s.Brown led the re-emergence of naval aviation in Germany to the point that in 1960Marinefliegersquadrons were integrated intoNATO.

Later Brown enjoyed a three-month period as a test pilot for theFocke-Wulfcompany, helping them out until they could find a replacement after the company's previous test pilot had been detained due to having relatives inEast Germany.

In the 1960s, due to his considerable experience of carrier aviation, Brown, while working at theAdmiraltyas deputy director of Naval Air Warfare, was consulted on the flight deck arrangement of the planned new UK class of aircraft carrier, theCVA-01;the project was cancelled in 1966.

In September 1967 came his last appointment in the Royal Navy when, as acaptain,he took command ofHMSFulmar,then theRoyal Naval Air Station(from 1972 back with theRAF),Lossiemouth,until March 1970. He was appointed anaval aide de camptoQueen Elizabeth IIon 7 July 1969and appointed aCommander of the Order of the British Empirein the1970 New Year Honours.He relinquished his appointment as naval ADC on 27 January 1970 and retired from the Royal Navy later in 1970.

Records

Main article:List of aircraft flown by Eric "Winkle" Brown

Brown flew aircraft from Britain, the United States, Germany, the Soviet Union, Italy and Japan and is listed in theGuinness Book of World Recordsas holding the record for flying the greatest number of different aircraft. The official record is 487, but includes only basic types. For example, Brown flew 14 versions of theSpitfireandSeafireand although these versions are very different they appear only once in the list. This list includes only aircraft flown by Brown as "Captain in Command".

Because of the special circumstances involved, Brown didn't think that this record would ever be topped.

He also held the world record for the most carrier landings, 2,407, partly compiled in testing the arrestor wires on more than 20 aircraft carriers during the Second World War.

Credits

In his bookWings on My Sleeve,Brown records his admiration of his colleagues:-

I was fortunate to have such fine C.O.s as Alan Hards,Dick Ubee,Silyn RobertsandAllen Wheeler.... It was always a thrill to me to meet and talk flying business with men like Geoffrey Tyson,Harald Penrose,Jeffrey Quill,Mutt Summers,Bill Pegg and George Errington. All these had been heroes in my private hall of fame long before I knew them personally.... Geoffrey de Havilland,Bill HumbleandAlex Henshaw... They were men of great dash...Mike Lithgow,Peter Twiss,John Cunninghamof Comet fame,John Derry,Neville DukeandRoland Beamont.

Brown goes on to mention the pilot of the first jet flight in Britain,Gerry Sayer,then the aircraft designersR. J. Mitchell(designer of theSpitfire), SirSydney Camm,R. E. Bishop,Roy ChadwickandJoe Smith,followed by the names of what he describes as "boffinsand boffinettes ", which include the brilliant aerodynamicistsMorien Morgan,Handel Davies, Dai Morris and P. A. Hufton, and the "boffinettes" like aerodynamicistGwen Alston,Anne Burns(structural engineer),Dorothy Pearse(aircraft engineer) andPauline Gower(head of the women's section of theAir Transport Auxiliary(ATA).

Brown's last credits mention Lewis Boddington, Dr. Thomlinson, John Noble and Charles Crowfoot, whom he records (with "others" ) as being responsible for "giving the Royal Navy a technical lead in aircraft carrier equipment which it still holds to this day [1978]." He ends this section: "These men and women were civil servants, but they worked hours, took responsibility, and produced results far beyond what their country paid them for. To me they represent the true measure of Britain's greatness."

Books

Brown wrote several books about his experiences, including ones describing the flight characteristics of the various aircraft he flew and an autobiography,Wings on My Sleeve,first published in 1961 and considerably updated in later editions. Other books wereWings of the Luftwaffe,Wings of the Weird and Wonderful,andMiles M.52(with Dennis Bancroft). He was also the author of dozens of articles in aviation magazines and journals.

His best-known series of articles is "Viewed from the Cockpit", which was published (and occasionally re-published) in the journalAir International.Flight review highlights in this series have included the following types:

• Dornier Do 217
• Fairey Swordfish
• Fairey Fulmar
• Fairey Spearfish,a prototype torpedo bomber (1947) which Brown did not enjoy
• Fairey Barracuda,which Brown found lacklustre and somewhat disappointing
• Focke-Wulf Fw 190A and D Series.
• Grumman F9F PantherandGrumman F-9 Cougar,which Brown found (on initial models) somewhat underpowered
• Hawker Sea Fury
• Hawker Sea Hurricane
• Heinkel He 111
• Junkers Ju 87DStuka
• Supermarine Seafire,various marks.
• Messerschmitt Bf 109E (Emil) and G (Gustav) – Brown flew the G-12 training sub-type from the rear cockpit and nearly crashed because of poor visibility from that position.
• Messerschmitt Me 163Komet.Brown was one of few pilots to successfully fly one of these, having signed a disclaimer for the German ground crew.
• Messerschmitt Me 262Schwalbe.
• Heinkel He 177Greifbomber

As regards his preferences Brown states:

My favourite in the piston engine (era) is thede Havilland Hornet.For the simple reason it was over-powered. This is an unusual feature in an aircraft, you could do anything on one engine, almost, that you could do on two. It was a 'hot rodMosquito' really, I always described it as like flying aFerrariin the sky.

On the jet side I was a great admirer of theF-86 Sabre,but in particular, the Model E (F-86E) which had theflying tail,and this gave me what I call the 'perfect harmony of control'. If a pilot has this perfect harmony of control you feel you're part of the aeroplane and you're bonded with it really. You've got into it and the aeroplane welcomes you and says 'thank God you've come, you're part of me anyway' and to fly like that is a sheer delight.

Later life

Brown served as president of theRoyal Aeronautical Societyfrom 1982 to 1983.His last flight as a pilot was in 1994, but in 2015 he was still lecturing and regularly attending theBritish Rocketry Oral History Programme(BROHP), where the annual presentation of theSir Arthur Clarke Awardstakes place. In 2007 he was the recipient of their Lifetime Achievement Award.

Brown lived, in semi-retirement, atCopthorne, West Sussex.He had married Evelyn (Lynn) Macrory in 1942. She died in 1998. He was interviewed many times, most recently byBBC Radio 4at his home in April 2013.

In June 2014, he was the subject of the hour-longBBC TwodocumentaryBritain's Greatest Pilot: The Extraordinary Story of Captain Winkle Brown.

In November 2014, he was the guest for the 3,000th edition ofBBC Radio 4'sDesert Island Discs.During the programme, the 95-year-old said that he still enjoyed driving and had just bought himself a new sports car. His musical choices included "At Last"by theGlenn Miller Orchestraand "Amazing Grace"by theRoyal Scots Dragoon Guards.His favourite was "Stardust"byArtie Shaw and His Orchestra.

On 24 February 2015, Brown delivered theUniversity of EdinburghMountbatten Lecture, entitled "Britain's Defence in the Near Future".

In May 2015, Brown was awarded the Founder's Medal bythe Air League.This was presented to him by the patron, theDuke of Edinburghat the annual reception held atSt James's Palace"for his amazing flying achievements and involvement with aviation during a remarkable lifetime."Brown died peacefully aged 96 on 21 February 2016 atEast Surrey HospitalinRedhill, Surreyafter a short illness.His funeral was a private ceremony at Surrey and Sussex Crematorium, inCrawley,where mourners included the First Sea Lord Admiral SirGeorge Zambellasand other military representatives.

Nickname

Brown received the affectionate nickname "Winkle" from his Royal Navy colleagues. Short for"Periwinkle",a smallmollusc,the name was given to Brown because of his short stature of 5 ft 7 in (1.70 m).

Honours and awards

Order of the British Empire Military Division (Commander)	Distinguished Service Cross		Air Force Cross
1939–45 Star	Atlantic Star	Defence Medal withKing's Commendation for Valuable Service in the Air	War Medal 1939–1945 withMention in Despatches

• 10 March 1942 Temporary Sub-Lieutenant (A) Eric Melrose Brown RNVR of HMSAudacityis awarded theDistinguished Service Cross (DSC)in particular "For bravery and skill in action against Enemy aircraft and in the protection of a Convoy against heavy and sustained Enemy attacks".
• 2 May 1944 Temporary Lieutenant (A) Eric Melrose Brown, DSC, RNVR is appointedMember of the Order of the British Empire"for outstanding enterprise and skill in piloting aircraft during hazardous flight trials."
• 19 February 1946 Temporary Acting Lieutenant Commander (A) Eric Melrose Brown, MBE, DSC, RNVR is appointedOfficer of the Order of the British Empire"For courage, exceptional skill and devotion to duty in carrying out the first deck-landings of Mosquito and Vampire. In doing so he has been the first pilot ever to land on the deck of a carrier, a twin-engined aircraft (Mosquito) and a pure jet-propelled aircraft (Vampire). The success of these great strides in Naval Aviation has been largely due to his exceptional flying skill ".
• 6 June 1947 Lieutenant Commander Eric Brown OBE DSC is awarded theAir Force Cross
• 1 January 1949 Lieutenant Commander E. M. Brown, OBE, DSC, AFC is awarded at theKing's Commendation for Valuable Service in the Air
• 1 January 1970 Captain Eric Melrose Brown, OBE, DSC, AFC, Royal Navy is appointed aCommander of the Order of the British Empire.
• 3 July 2018 – statue of Eric Brown unveiled atEdinburgh Airport.

See also

• No. 1426 Flight RAF
• Air Fighting Development Unit(AFDU)

Notes

Notes

Citations

References

• Brown, Eric(1981).The Helicopter in Civil Operations.Van Nostrand Reinhold.ISBN978-0-24611-221-7.
• —— (1983).Wings of the Weird & Wonderful.Vol. 1. Airlife.ISBN0-906393-30-2.
• —— (1985).Wings of the Weird & Wonderful.Vol. 2. Airlife.ISBN0-906393-44-2.
• —— (1987).Wings of the Navy: Flying Allied Carrier Aircraft of World War Two.Naval Institute Press.ISBN978-0-87021-995-5.
• —— (1989).Duels in the Sky: World War II Naval Aircraft in Combat.Airlife.ISBN1-85310-046-3.
• —— (2002).Wings of the Luftwaffe.Airlife.ISBN978-1-85310-413-8.
• —— (2006).Wings on my Sleeve.Weidenfeld & Nicolson.ISBN978-0-297-84565-2.
• Polmar, Norman;Minoru Genda (2006).Aircraft Carriers: A History of Carrier Aviation and Its Influence on World Events: 1906–1945.ISBN978-1-57488-663-4.
• The Daily Telegraph Book of Military Obituaries.Vol. 3. 2016. Archived fromthe originalon 13 October 2005.
• "Captain Eric 'Winkle' Brown".The Daily Telegraph.23 February 2016. p. 25.

External links

• Eric Brown, Interviewed on BBC Radio 4's iPM program
• Former BBC space correspondent Reg Turnill interviews Eric Brown in 2008
• sale description of Brown's bookWings of the Weird and Wonderful(paras 63/65)
• List of Articles and publications by Eric Brownviahttps://web.archive.org/web/20110110021804/http://www.theaviationindex.com/
• The Sea VampireLZ551/Gat the Fleet Air Arm Museum, Yeovilton
• Videoof test pilot Eric "Winkle" Brown landing aSea Vampireon the experimentalrubber deckfitted toHMSWarrior.
• Captain Eric Brown: Wedded to German Aviation for Better or Worse
• Captain Eric Brown discusses (episode 40 on Astrotalkuk.org) his private meeting with Yuri Gagarin in London on 13 July 1961.Archived13 April 2011 at theWayback Machine
• "Deck-landing the Sea Vampire"a 1945Flightarticle on Brown's deck-landing trials of the Sea Vampire
• Interview with Eric Brown, on 19 September 2012, to BAE Systems WartononYouTube
• Imperial War Museum Interview from 1991
• Imperial War Museum Interview from 1992
• Mountbatten lecture goes live