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Sky Fever : The Autobiography of Sir Geoffrey De Havilland
B006MQS3L4 Sky Fever. The autobiography of Sir Geoffrey de Havilland. With plates, including portraits hardcover Publication 1961
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First published January 1, 1979
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August 3, 2017
The short version first . . .
Aviation and aircraft, the older the better for me, have been a part of my life for the past five and-a-half decades. I have always been interested in how airplanes work and the history behind the great designers, engineers, pilots, and aviators regardless of their national origin or for whom they flew. Of more importance to me is their contribution to aviation, airmanship and their humanitarian accomplishments using aviation to contribute to those efforts. In that vein, this review looks at the life of Captain Sir Geoffrey de Havilland OM, CBE, OBE, AFC, RDI, FRAeS. For details (dates and rationale) on his honoraria, please see the Honoraria section of his Wikipedia article, referenced above. These honoraria are both deserved and rightfully earned for his lifelong contributions to the aeronautical wealth, as well as its depth and breadth, both in military and civil aviation and aeronautics. Such is the stuff contained within a delightful and intriguing autobiography, Sky Fever: The Autobiography of Sir Geoffrey de Havilland by Sir Geoffrey de Havilland.
Details of his life, family, and its longevity in the history of Great Britain go as far back as the Norman Invasion of 1066 by William the Conqueror. His family life and his early upbringing were adherent to the Church of England, as his father was a member of the clergy, with a Master’s degree from Oxford. As a young child, he developed an early interest in how things worked, to the extent that he created several contrivances that added some form of engine to an everyday machine so that the application of power was based on the engine rather than human musculature as the driving force. The resulting motor cycle and eventually a car were the first contrivances that saw his ingenuity and efforts come to physical machines with he and his brother as the test drivers. In all cases things worked remarkably well for the most part, adding to his interest in how things worked, and how they were put together to enable them to work. Sir Geoffrey relates these early efforts, his interest in learning about the Wright Brothers, and his pursuit of their creation in one of his own design, construction and testing,
His interests drove his desires to learn things appropriately and well, hence his application and his entrance into the Crystal Palace Engineering School in Sydenham. He studied and learned, found that civil engineering was not quite as much to his liking as mechanical engineering, design, and testing. What Sir Geoffrey learned in the regular sessions, he added to in the extra sessions taken by some to do some special project or other work. He spent these sessions in fabrication and drawing for his engine projects for his and his brother’s special motor cycle projects. In the early 20th Century, engineering schools were buzzing about the events surrounding the first powered, man controlled flight by the Wright Brothers in the Kill Devil Hills in and around Kitty Hawk, NC. This event spurred Sir Geoffrey into this developing field of study and the nascent field of aeronautical engineering. The field, though, was so new that very little was as yet written, but that did not deter Sir Geoffrey and his close comrades from learning as much as they could about all things dealing with the idea of powered, manned flight. The final turning point, according to Sir Geoffrey, was a 1908 demonstration flight by Wilbur Wright in Le Mans, France. At last, an event close enough to be written up in the local press and early trade journals as well as practical and nascent field of aviation and the news about local events and works dealing with heavier-than-air flight. At this juncture, Sir Geoffrey was convinced he had found the area where he felt compelled to spend his life in its study, conquest, and mastery – the new fields of aeronautical design and aeronautical engineering needed to create machines that would conquer the air despite their weight that was far heavier than the medium through which they would fly.
It was to the new contrivance that Sir Geoffrey turned his complete and full attention. His efforts were enhanced first by a bequest of £1000 from his ailing grandfather as well as a relationship with a fellow of like mind with business acumen as well, Frank Hearle. Over time, their friendship blossomed into comradeship and they decided to work together on Sir Geoffrey’s plane project. It was in these nascent beginnings that the pair became an engineering team that would, by 1910, have a working airplane built; and, by the end of the year 1910, Sir Geoffrey had parties interested in his project that brought him to meet Superintendent Mervyn O’Gorman, the principal in charge of the Factory at Farnborough, which became known as the Army Balloon Factory. After a brief stent with the Army lacking interest in heavier-than-air craft, and under the management of O’Gorman, the factory was later called the Royal Aircraft Factory, and after World War I, became the Royal Aircraft Establishment. Sir Geoffrey was the first new designer in O’Gorman’s shop, and it is here that Sir Geoffrey designed several of the planes that would provide the English aircraft of the Royal Air Force’s presence in World War I.
The end result was a host of designs in various forms and formats, many of which would go on to active service with the Royal Air Force in World War I as well as training planes in the post World War I years. After the war, Sir Geoffrey and Frank decided to develop their own company, with an idea toward building affordable planes for civil aviation use by individuals, families, and eventually airlines. The largest single contribution in my mind to the general aviation family of aircraft with variants of the name Moth, were perhaps that single most effective set of designs that Sir Geoffrey ever developed. These variants were of mostly wooden construction, built so as to be priced to fit into a general aviation niche in aviation sales. They were widely distributed with several setting distance and elapsed time in the air over the years between the World Wars I and II. There are many of these affordable aircraft still in operation today with an appreciable number gracing the collections of several aviation museums and private aviation collections.
The most prolific design for a warplane must go to the de Havilland DH.98 Mosquito in all of its variants. Referred to as the “Wooden Wonder,” the Mosquito in all of its many variants served in multiple roles and missions during World War II. They were light in weight owing to their all wooden airframes, with the only metal used in engines, some of the armor plating for the pilot and his navigator/johnnie of all trades. Their light weight coupled with the power of twin Rolls-Royce Merlin engines resulted in aircraft with top speeds in excess of 450 miles per hour or more, depending on the equipment loads involved in the mission. They were known to outrun virtually any fighter brought up against them regardless of the air force involved. They were truly multi-role in design and they were used notably in fast, photo reconnaissance, day and night fighter, day and night bomber, V-1 cruise missile pursuit and destroy, jet fighter pursuit and destroy, and Pathfinder (incendiary) marking of targets for strategic bombing missions by the RAF in its night bombing of enemy cities and factories. Well-over twenty variants were made, and a few remain in service today mostly in collections of World War II warbirds for demonstration and air-show appearances only; and, when not flying, they are relegated to protective hangers for preservation of these rare warbirds.
Sir Geoffrey’s last major design was the Comet jet airliner of the 1950s and 1960s. Powered by de Havilland Ghost turbojet engines, the Comets flew primarily for the British Overseas Aircraft Corporation (BOAC) as passenger carriers. Despite a couple of high profile fuselage failures in the early 1950’s, the Comets were highly regarded and respected as good jet airliners. The failures in the mid 1950’s were due to metal fatigue centered on the junctions between square cabin windows and the rest of the passenger cabin. A minor design change resulted in relatively long life into the 1960s when larger airframes with more carrying capacity outstripped the Comets ability to haul enough passengers to remain economically viable for air carriers. A few of the latest Comet 4s were modified into long range maritime patrol and asset interdiction duties. The modifications were my by Hawker-Siddley and were designated as Nimrod by the North Atlantic Treaty Organization (NATO), of which Great Britain was a principal signatory.
Sir Geoffrey passed away in 1965, being recognized one the most prolific aircraft designers of the 20th Century. His autobiography is a well-written book. It is written as a memoir of a life of service, design, and flight. As he grew older particularly after issues with the Comet airliner crashes, he was reluctantly relegated to the role of elder stateman and a designer of a long, renown career. He died at his home in 1965.
The book is well constructed. Its pages are not light or thin; they feel substantial to the touch, and they are somewhat stiff to the touch, reminding this reviewer of a light cardstock almost, certainly more substantial than many of the offerings of today. The de Havilland family should be commended for this choice of paper for the printing of Sir Geoffrey’s work. It was produced, published, and made available for the public in 1979, and it remains available in limited numbers mostly as a direct purchase from either the publisher or booksellers focusing on sales from overseas.
The content is well thought out and imminently readable. Some have questioned parts as being pedantic, and I believe this is the engineer and the test pilot stating such things. Being older one feels that the hour glass is a bit less than full now, and you would like to be able to make a mark in your older years. I know that I personally have been very successful in my chosen career, and I believe that Sir Geoffrey would feel the same way, in a more British way, but essentially the same. One thing I know for sure, the Mosquito regardless of the variant, is still the most outstanding World War II aircraft that I have ever seen or read about. It was truly a Wooden Wonder as it has been lovingly called over the years. It was also only the most versatile airframes ever conceived, and as such it is one plane that I would still give up almost life itself to have a check ride in one.
Recommendations – despite what others may say, this a truly awesome autobiography written by one who was better drawing and designing rather than writing with a pen or a pencil. That said, the work is tender, loving, passionate – especially about test flying and designing, and caring about friends and family. Sir Geoffrey is humble, but he is also quite British in his style and mannerisms. He struck me as being a no-nonsense individual who really cared about what he was doing for his life’s work and he stood by it from a very early age, and took the steps to see it through fruition in military, civil, and air transportation sectors of the aviation industry. There are few designers who can speak of a career that varied, and still that interesting. His love of flying is remarkable, and it is so genuine. If you love flying, Sir Geoffrey will regenerate and reinvigorate your spirit that may be longing for the air you miss. He has that kind of touch on one who has had those feelings since he was about six decades in the past now. Fascinating!!!!
Aviation and aircraft, the older the better for me, have been a part of my life for the past five and-a-half decades. I have always been interested in how airplanes work and the history behind the great designers, engineers, pilots, and aviators regardless of their national origin or for whom they flew. Of more importance to me is their contribution to aviation, airmanship and their humanitarian accomplishments using aviation to contribute to those efforts. In that vein, this review looks at the life of Captain Sir Geoffrey de Havilland OM, CBE, OBE, AFC, RDI, FRAeS. For details (dates and rationale) on his honoraria, please see the Honoraria section of his Wikipedia article, referenced above. These honoraria are both deserved and rightfully earned for his lifelong contributions to the aeronautical wealth, as well as its depth and breadth, both in military and civil aviation and aeronautics. Such is the stuff contained within a delightful and intriguing autobiography, Sky Fever: The Autobiography of Sir Geoffrey de Havilland by Sir Geoffrey de Havilland.
Details of his life, family, and its longevity in the history of Great Britain go as far back as the Norman Invasion of 1066 by William the Conqueror. His family life and his early upbringing were adherent to the Church of England, as his father was a member of the clergy, with a Master’s degree from Oxford. As a young child, he developed an early interest in how things worked, to the extent that he created several contrivances that added some form of engine to an everyday machine so that the application of power was based on the engine rather than human musculature as the driving force. The resulting motor cycle and eventually a car were the first contrivances that saw his ingenuity and efforts come to physical machines with he and his brother as the test drivers. In all cases things worked remarkably well for the most part, adding to his interest in how things worked, and how they were put together to enable them to work. Sir Geoffrey relates these early efforts, his interest in learning about the Wright Brothers, and his pursuit of their creation in one of his own design, construction and testing,
His interests drove his desires to learn things appropriately and well, hence his application and his entrance into the Crystal Palace Engineering School in Sydenham. He studied and learned, found that civil engineering was not quite as much to his liking as mechanical engineering, design, and testing. What Sir Geoffrey learned in the regular sessions, he added to in the extra sessions taken by some to do some special project or other work. He spent these sessions in fabrication and drawing for his engine projects for his and his brother’s special motor cycle projects. In the early 20th Century, engineering schools were buzzing about the events surrounding the first powered, man controlled flight by the Wright Brothers in the Kill Devil Hills in and around Kitty Hawk, NC. This event spurred Sir Geoffrey into this developing field of study and the nascent field of aeronautical engineering. The field, though, was so new that very little was as yet written, but that did not deter Sir Geoffrey and his close comrades from learning as much as they could about all things dealing with the idea of powered, manned flight. The final turning point, according to Sir Geoffrey, was a 1908 demonstration flight by Wilbur Wright in Le Mans, France. At last, an event close enough to be written up in the local press and early trade journals as well as practical and nascent field of aviation and the news about local events and works dealing with heavier-than-air flight. At this juncture, Sir Geoffrey was convinced he had found the area where he felt compelled to spend his life in its study, conquest, and mastery – the new fields of aeronautical design and aeronautical engineering needed to create machines that would conquer the air despite their weight that was far heavier than the medium through which they would fly.
It was to the new contrivance that Sir Geoffrey turned his complete and full attention. His efforts were enhanced first by a bequest of £1000 from his ailing grandfather as well as a relationship with a fellow of like mind with business acumen as well, Frank Hearle. Over time, their friendship blossomed into comradeship and they decided to work together on Sir Geoffrey’s plane project. It was in these nascent beginnings that the pair became an engineering team that would, by 1910, have a working airplane built; and, by the end of the year 1910, Sir Geoffrey had parties interested in his project that brought him to meet Superintendent Mervyn O’Gorman, the principal in charge of the Factory at Farnborough, which became known as the Army Balloon Factory. After a brief stent with the Army lacking interest in heavier-than-air craft, and under the management of O’Gorman, the factory was later called the Royal Aircraft Factory, and after World War I, became the Royal Aircraft Establishment. Sir Geoffrey was the first new designer in O’Gorman’s shop, and it is here that Sir Geoffrey designed several of the planes that would provide the English aircraft of the Royal Air Force’s presence in World War I.
The end result was a host of designs in various forms and formats, many of which would go on to active service with the Royal Air Force in World War I as well as training planes in the post World War I years. After the war, Sir Geoffrey and Frank decided to develop their own company, with an idea toward building affordable planes for civil aviation use by individuals, families, and eventually airlines. The largest single contribution in my mind to the general aviation family of aircraft with variants of the name Moth, were perhaps that single most effective set of designs that Sir Geoffrey ever developed. These variants were of mostly wooden construction, built so as to be priced to fit into a general aviation niche in aviation sales. They were widely distributed with several setting distance and elapsed time in the air over the years between the World Wars I and II. There are many of these affordable aircraft still in operation today with an appreciable number gracing the collections of several aviation museums and private aviation collections.
The most prolific design for a warplane must go to the de Havilland DH.98 Mosquito in all of its variants. Referred to as the “Wooden Wonder,” the Mosquito in all of its many variants served in multiple roles and missions during World War II. They were light in weight owing to their all wooden airframes, with the only metal used in engines, some of the armor plating for the pilot and his navigator/johnnie of all trades. Their light weight coupled with the power of twin Rolls-Royce Merlin engines resulted in aircraft with top speeds in excess of 450 miles per hour or more, depending on the equipment loads involved in the mission. They were known to outrun virtually any fighter brought up against them regardless of the air force involved. They were truly multi-role in design and they were used notably in fast, photo reconnaissance, day and night fighter, day and night bomber, V-1 cruise missile pursuit and destroy, jet fighter pursuit and destroy, and Pathfinder (incendiary) marking of targets for strategic bombing missions by the RAF in its night bombing of enemy cities and factories. Well-over twenty variants were made, and a few remain in service today mostly in collections of World War II warbirds for demonstration and air-show appearances only; and, when not flying, they are relegated to protective hangers for preservation of these rare warbirds.
Sir Geoffrey’s last major design was the Comet jet airliner of the 1950s and 1960s. Powered by de Havilland Ghost turbojet engines, the Comets flew primarily for the British Overseas Aircraft Corporation (BOAC) as passenger carriers. Despite a couple of high profile fuselage failures in the early 1950’s, the Comets were highly regarded and respected as good jet airliners. The failures in the mid 1950’s were due to metal fatigue centered on the junctions between square cabin windows and the rest of the passenger cabin. A minor design change resulted in relatively long life into the 1960s when larger airframes with more carrying capacity outstripped the Comets ability to haul enough passengers to remain economically viable for air carriers. A few of the latest Comet 4s were modified into long range maritime patrol and asset interdiction duties. The modifications were my by Hawker-Siddley and were designated as Nimrod by the North Atlantic Treaty Organization (NATO), of which Great Britain was a principal signatory.
Sir Geoffrey passed away in 1965, being recognized one the most prolific aircraft designers of the 20th Century. His autobiography is a well-written book. It is written as a memoir of a life of service, design, and flight. As he grew older particularly after issues with the Comet airliner crashes, he was reluctantly relegated to the role of elder stateman and a designer of a long, renown career. He died at his home in 1965.
The book is well constructed. Its pages are not light or thin; they feel substantial to the touch, and they are somewhat stiff to the touch, reminding this reviewer of a light cardstock almost, certainly more substantial than many of the offerings of today. The de Havilland family should be commended for this choice of paper for the printing of Sir Geoffrey’s work. It was produced, published, and made available for the public in 1979, and it remains available in limited numbers mostly as a direct purchase from either the publisher or booksellers focusing on sales from overseas.
The content is well thought out and imminently readable. Some have questioned parts as being pedantic, and I believe this is the engineer and the test pilot stating such things. Being older one feels that the hour glass is a bit less than full now, and you would like to be able to make a mark in your older years. I know that I personally have been very successful in my chosen career, and I believe that Sir Geoffrey would feel the same way, in a more British way, but essentially the same. One thing I know for sure, the Mosquito regardless of the variant, is still the most outstanding World War II aircraft that I have ever seen or read about. It was truly a Wooden Wonder as it has been lovingly called over the years. It was also only the most versatile airframes ever conceived, and as such it is one plane that I would still give up almost life itself to have a check ride in one.
Recommendations – despite what others may say, this a truly awesome autobiography written by one who was better drawing and designing rather than writing with a pen or a pencil. That said, the work is tender, loving, passionate – especially about test flying and designing, and caring about friends and family. Sir Geoffrey is humble, but he is also quite British in his style and mannerisms. He struck me as being a no-nonsense individual who really cared about what he was doing for his life’s work and he stood by it from a very early age, and took the steps to see it through fruition in military, civil, and air transportation sectors of the aviation industry. There are few designers who can speak of a career that varied, and still that interesting. His love of flying is remarkable, and it is so genuine. If you love flying, Sir Geoffrey will regenerate and reinvigorate your spirit that may be longing for the air you miss. He has that kind of touch on one who has had those feelings since he was about six decades in the past now. Fascinating!!!!
June 9, 2022
I really enjoyed it.
It paints not only a fastidiously described portrait of DeHavilland's life, but also how England was in the first half of the twentieth century.
I unearthed - despite evidence of the class system within his life - a man who I warmed to even more after reading than before. That's not always been the case with memoirs I have to say!
If there was anything to blight an otherwise exemplary 'it does exactly what it says on the tin' book, it was minor. A tad too much straying into the story of the Comet airliner (when it stated specifically it was not about product) and perhaps a bit light on the emotional side of coping with the crushing loss of both sons in aeroplane-related incidents. Though it was 1979 when it was penned, and since then we have all got weaned onto rather more expressive recollections.
Overall though - a brilliant man. A highly capable engineer. A massively decent employer and a true patriot of his country.
It paints not only a fastidiously described portrait of DeHavilland's life, but also how England was in the first half of the twentieth century.
I unearthed - despite evidence of the class system within his life - a man who I warmed to even more after reading than before. That's not always been the case with memoirs I have to say!
If there was anything to blight an otherwise exemplary 'it does exactly what it says on the tin' book, it was minor. A tad too much straying into the story of the Comet airliner (when it stated specifically it was not about product) and perhaps a bit light on the emotional side of coping with the crushing loss of both sons in aeroplane-related incidents. Though it was 1979 when it was penned, and since then we have all got weaned onto rather more expressive recollections.
Overall though - a brilliant man. A highly capable engineer. A massively decent employer and a true patriot of his country.
October 12, 2021
Fascinating book especially near the start of a person looking back at describing designing everything, the whole prototype plane back in 1910, including the engine. Then, obviously, without any instructions taking off and landing the craft. Absolutely self taught. You can't get a better read about an early inventor. So don't agree with people that dismiss this book.
November 24, 2010
Early on in this autobiography, the author hints that he couldn’t really be arsed writing this, but his wife and friends were hassling him to do it, so he agreed. It shows. The English “stiff upper lip” is well in evidence and the daredevil exploits that undoubtedly were part of his whole experience are massively underplayed. So underplayed, that I couldn’t be bothered finishing it and the reading doldrums beckon!
Want to Read
November 11, 2013I
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