The Royal Aircraft Establishment (RAE) was formed in June 1918 when the Royal Aircraft Factory (RAF) was renamed, partly to avoid its abbreviation being confused with the newly formed Royal Airforce. In addition to this renaming there was also a shift away from the production that had previously been undertaken on the Establishment’s Farnborough site, and an increased focus on the research and development that was seen as its main role in the aviation industry, although a small number of aircraft continued to be constructed on site until the end of the war in November 1918. As part of this the sites function was defined as being to conduct experimental and development work on aeroplanes and engines, the testing of experimental instruments and accessories, undertaking flying instrument development for which there was little commercial demand, investigating failures within aircraft and components, liaison with industrial contractors for research purposes, technical supervision during construction of experimental machines, being available for approach for approval of designs and stressing of new aeroplanes, and the issue of airworthy certificate and of technical publications. The first director of the newly renamed RAE was W. Sydney Smith, who had replaced Henry Fowler as head of the RAF in April 1918. With the new focus on research and development he brought about some reorganisation of the departments with some being established or changed to focus on specialist areas including aerodynamics, engines, physics, instruments, metallurgy, mechanical testing, chemistry and fabrics. With the end of the First World War the RAE underwent a large reduction in staff and resources, with the numbers employed falling from 5,052 in November 1918, to 1,380 by the mid-1920s. There was a similar reduction in funding, with only 3.9% of the Air Estimate being allocated to the site in 1922, but research would continue to be conducted despite these difficulties. In 1919 there was also a shift away from purely military work as several companies approached the RAE for assistance with the design and handling characteristics of their new civil aircraft. The first Certificate of Airworthiness was also issue to a civilian aircraft at this time. As well as this 1919 also saw the beginning of the early helicopter work undertaken by Louis Brennan. Based in one of the airship sheds on the site he continued testing until 1925 when it crashed during a demonstration and the Air Ministry cut the project’s funding. In 1920 the Wireless and Photography department was formed, illustrating the growing importance of these technologies, and more sophisticated equipment was installed in the structures department to test wing loading, replacing the previous method of using sandbags to weight aircraft components. The research activities of the RAE continued throughout the 1920s. These included comparisons between the results gains from full scale flight tests and those from models tested in wind tunnels as well as theoretical studies of stability and other flight characteristics. Other work included the development of an early variable pitch propeller and the testing of many of the new types of aircraft that were being developed by numerous companies. The development of oxygen systems for aircrews was also undertaken due to the increased altitudes that were being encountered both in tests and in everyday flight. Also, during the 1920s a great deal of research was undertaken in the development of aircraft catapults. These used a compressed air and hydraulics to launch aircraft and would be later developed for use on the Royal Navy’s large warships. Further work would be undertaken on inflight refuelling and 1927 would see the start of experiments to develop turbine engines by Alan Arnold Griffith. There was also a great deal of work undertaken on the RAE Larynx, an pilotless aircraft designed as a guided anti-ship weapons and seen as a predecessor to both cruise missiles and modern drone aircraft. Seven of these were produced and tested and, although it did not enter production, it was the start of the development of numerous drone aircraft that were used for gunnery targets, such as the Queen Bee that was used by the Royal Navy during the 1930s. The development of photographic equipment was an important area of development in the interwar period and in 1929 the RAE produced the first of its F24 aircraft cameras. This was fitted to many aircraft during the Second World War for aerial reconnaissance and would continue to be used until the mid-1950s. An Instrument and Photographic Department was also formed to help with the development of equipment for aerial photography, reflecting its growing importance both in military and civilian circles. The problem of spinning in aircraft was also tackled at this time with the production of a 12ft wind tunnel in which to conduct tests. This was followed in 1935 by a 24ft tunnel that was used to test air and water-cooled engines and other full size components. A 660ft tank was also built to test the hydrodynamics of seaplane hulls. Finally, in 1937 an additional wind tunnel was constructed that was able to operate at 600mph, reflecting the growing performance of aircraft at the time. The declaration of war in August 1939 ““made little fundamental change in the policy and work of the Establishment since it was the expected culmination of what was known as the ‘Expansion Scheme’ which had been going on progressively since the adoption of a national rearmament policy in 1935”. Despite this there was a great deal of expansion with the number of staff increasing to 6,000 and new runways and hangars being constructed, which brought the airfield site up to 800 acres. Despite the site’s importance, the RAE was only bombed once during the course of the war. This occurred on 16th August 1940 when eight aircraft dropped a total of 20 bombs, although only half hit the site with the rest falling on nearby houses. Three members of staff were killed, and work was disrupted for three days but would then resume, with some operations being dispersed to other sites. During the war a large number of new systems were developed, including a gyro gun-sight that improved the accuracy of fighter aircraft and early forms of airborne RADAR, which were tested by the Radio Department. Tests on captured enemy aircraft were also undertaken as were early tests on models of the Gloster E28/39, Britain’s first jet aircraft. Advances were also made in aerial photography and a new bombsite was also developed as was a rocket propelled catapult designed to fire aircraft from merchant ships. In August 1941 Beatrice Shilling, known as Tilly, developed the R.A.E. Restrictor, better known as Miss Shilling’s Orifice. This was developed to prevent loss of power in aircraft performing negative ‘g’ manoeuvres during combat and was a simple washer fitted to the fuel pipe that prevented the engine from being flooded by fuel. Although it did not completely solve the issue it did allow for quick low ‘g’ manoeuvres to be conducted and bought time for a more permanent solution to be developed by Rolls-Royce, in the form of pressure carburettors. With the end of the Second World War in 1945 the RAE again underwent a reduction in staffing. From a wartime peak of around 6,000 this dropped to approximately 3,000 as many of the site’s personnel returned to the civilian industry. Also, in March of the same year research into piston powered aircraft ceased and all attention was focused on jet propulsion. In November 1945 the RAE was opened to the public in order to illustrate the site’s war work. Not only was the site opened but there was also a display of British and German aircraft which drew a great deal of attention. In the immediate post war years research continued, although at a much reduced intensity, and included a great deal of research into transonic flight characteristics. Some of this was undertaken using rocket propelled models dropped from aircraft in flight. Some research was also conducted on the Miles M.52 prior to this project’s cancellation. A further area of investigation at this time was the installation of flexible decks on aircraft carriers. This hope to replace the undercarriage of aircraft with a sprung rubber deck on ships. It was hoped that this would increase the performance of aircraft, but it was never implemented in service. A more successful design was the angled flight deck, which was proposed by the Naval Aircraft Department and, after a model was produced and refinements implement, this was adopted as standard for all aircraft carriers at the time. In 1948 the Society of British Aircraft Constructors moved their annual display to Farnborough. This would continue to be held annually on the site until 1962, when it changed to a biannual display in partnership with the Paris Air Show. Although initially this was only open to British designs from 1974 it became the Farnborough International Airshow. In 1952 the air show was the site of an major accident when a de Havilland DH110 broke up during a display and crashed into the crowd, killing 31. During the 1950s a substantial amount of testing was undertaken on many new civilian designs if aircraft and, even though some of these did not enter service, a great deal of technical information was gained from the experiments. Helicopters also began to undergo testing at the RAE with numerous aspects of their design being tested. 1952 also saw the arrival of an Avro 707 which was used to examine the aerodynamic properties of delta wings, data that would be later used in the design of Concorde and the Avro Vulcan. Following the loss of two Comet aircraft in 1954 the RAE was the site of a major investigation into the causes of their loss. Parts were salved from both of the crashes and brought back to Farnborough where they were pieced back together. Further to this a large water tank was built where a complete Comet body was repeatedly pressurised to investigate the effect of repeated pressurisation and depressurisation. Other Comets were also sent to the RAE to conduct flight trails and other investigations. All of these tests found that the aircraft had been lost due to the failure of the structure and led to a redesign of the type, as well as a greater understanding of the science of metal fatigue. By 1958 the structure of the RAE had developed to have the following departments: Aerodynamics, Armament, Armament and Instrument Experimentation, Carrier Equipment, Chemistry, Electrical Engineering, Experimental Flying, Guided Weapons, Instruments, Instrument and Photographic, Mathematical Services, Mechanical Engineering, Metallurgy, Naval Aircraft, Radio, Rocket Propulsion and Structures. 1958 also saw the beginning of calculations on the TRIDAC analogue computer as well as the launch of many of the rocketry projects that the RAE was involved in. These were the Skylark and Black Knight rockets that were both tested at the Woomera facility in Australia. During the 1960 the RAE was involved in a number of projects ranging from the development of the UK3 satellite, the first UK satellite, and the TSR2 aircraft to the invention of high strength carbon fibre. RAE scientists would also be present at the first launch of the Blue Streak rocket in 1964. This period also saw work undertaken as part of the development of Concorde, including testing the airframe for the effects of heat and stress. In 1970 the Royal Aircraft Establishment was involved in the launch of the R1 satellite by the Black Arrow rocket from the Woomera test site. This was the responsibility of the space department and built on the work they had undertaken on the previous Black Knight system. They would also have design authority for the Prospero satellite that was launched in 1971 and the Ariel IV, launched in 1973.`` 1970 also saw the opening of the RAE Museum on the site. For the rest of the 1970s the RAE was involved in the development of satellite and senor systems, for both military and civilian uses. The increase in importance of the satellite research was demonstrated in 1988 when the RAE changed its name to the Royal Aerospace Establishment. On 1st April 1991 the Royal Aerospace Establishment merged with the Admiralty Research Establishment, the Aeroplane and Armament Experimental Establishment, the Royal Armament Research and Development Establishment and the Royal Signals and Radar Establishment to form the Defence Research Agency. This brought together all of the previously independent Defence Research Establishments before it was itself merged with other departments to form the Defence Evaluation and Research Agency in 1995. Research flying would continue at Farnborough under these new institutions until 1994 when this end and in 2003 all Ministry of Defence operations on the airfield ceased.

Derek Alford worked at Ferranti International plc’s Bracknell site in the Aircraft Equipment Department, later known as Ferranti Instrumentation, from 1958-1991. In 1963, he transferred onto a Private Venture funded development project led by J W Barnes, which sought to develop an experimental or research version of the oscillogyro invented at RAE Farnborough by J Philpott and J Mitchell. Mr Alford’s direct involvement in the project ended in 1969, but he was retained as a consultant. He retired from Ferranti International plc in 1991.

Ferranti International plc was an electrical engineering company originally established in 1883 as S Z de Ferranti. Sebastian Ziani de Ferranti had previously worked for Siemens Brothers in London before starting his first company, Ferranti, Thompson and Ince Ltd, in 1882 to manufacture alternators. When this company was wound up in 1883, de Ferranti bought back his patents in his alternator design and set up S Z de Ferranti with C P Sparks the same year. The business became a limited liability company in 1889, changing name to S Z de Ferranti Ltd. In 1896, the company moved from London to new premises in Hollinwood, Oldham, where land and labour were cheaper. In 1901, a new company name, Ferranti Ltd, was registered. Ferranti Ltd acquired the undertakings and assets of S Z de Ferranti Ltd the same year. The company ran into financial difficulties in 1903, largely through the investment in developing steam engines and dynamos. At the instigation of the debenture stockholders the company went into voluntary receivership. In 1905, the company was relaunched under a scheme of reconstruction, with production limited to the manufacture of switch gear, transformers and instruments. De Ferranti himself took a less active role in the running of the reconstituted company. Ferranti Ltd expanded its output in 1912 from electricity generating and distribution equipment to include electrical domestic appliances, establishing the Domestic Appliance Department. Expansion overseas began in 1913 when the Ferranti Electric Company of Canada was created as a separate business to the main company. By 1914, Ferranti Ltd was spread over several sites. It suspended normal production during the First World War and concentrated on the manufacture of shells. This was the first of Ferranti’s government defence contracts. The 1920s saw a resumption of manufacturing of civilian products. In 1923, production of audio frequency transformers signalled Ferranti Ltd’s move into electronics. In 1926, the company resumed manufacturing domestic appliances, beginning with electric fires, and began trading in the United States as Ferranti Electric Inc, New York. 1927 saw the re-establishment of the Domestic Appliance Department. In 1929, Ferranti Ltd began producing commercial radio receivers and in 1935 established its Moston radio factory, to which the Domestic Appliance Department moved in 1937. Shortly afterwards, television manufacturing started at the Moston site. Sebastian Ziani de Ferranti died in 1930, and his son Vincent de Ferranti became company chairman in his place. During the 1930s, the company became closely associated with devices that would feature strongly in the Second World War, including thermionic valves (vacuum tubes) used in radios and radar, avionics and naval instruments. During the Second World War, Ferranti Ltd produced marine radar equipment, gyro gun sights for fighters and one of the world’s first IFF (Identification Friend or Foe) radar systems, which reduced the possibility of firing on friendly aircraft or ships. In 1943, the company opened its Edinburgh factory to manufacture gyro gun sights. The Edinburgh site would become Ferranti Ltd’s hub for the manufacture of military defence equipment. Ferranti Ltd retained its interest in the defence sector after the Second World War. From 1948, the company began to develop guided missiles, especially the Bloodhound, at the Moston factory and later at the Wythenshawe factory. While the defence and communication market expanded throughout the 1950s, domestic products became unprofitable and were dropped. The company sold its radio and television interests to E K Cole Ltd in 1957, and the Domestic Appliance Department closed the following year. Ferranti became increasingly associated with ‘high-tech’ devices, including microwave communications equipment built at Poynton, near Stockport. Ferranti Ltd moved into computing in 1949, with the establishment of the Computer Department. The department produced the first Ferranti Mark I computer, a commercial version of the ‘Baby’ computer developed by Manchester University, at the Moston factory in 1951. It was the world’s first commercially produced computer. Computer production moved to a factory in West Gorton in 1956, but the Computer Division was sold to International Computers and Tabulators Ltd (ICT) in 1963. Other sections of the company continued to develop computer technology for more specialised applications. Ferranti Ltd also invested in semiconductor research, leading to its development of the first European microprocessor, the F-100L, at its Bracknell plant. Ferranti Ltd also produced non-standard silicon chips to suit individual customers’ needs. The Hollinwood factory continued to produce generating plant, such as large transformers, establishing the Distribution Transformer Department in 1957. This department operated until 1967. By 1975 the company was in financial difficulty and the British Government bought a 50% stake in Ferranti Ltd to enable the company to continue developing its telecommunications and computerised control systems. In 1984, the company was restructured into five operating divisions: Ferranti Defence Systems, Ferranti Industrial Electronics, Ferranti Computer Systems, Ferranti Electronics, and Ferranti Instrumentation. Ferranti Ltd merged with the US based International Signals and Control Group in 1987. The company traded very briefly as Ferranti plc in May 1988, prior to its official name change to Ferranti International Signal plc. The US company had been over-valued because of fraudulent practice. This affected the operation of the newly formed company, and the Defence and Guided Weapons Divisions were sold off to competitors in the area of defence work. Following the discovery of the fraud in 1989, Ferranti International Signal plc was renamed Ferranti International plc in 1990. The fraud amounted to a loss to Ferranti of £215 million as a result of this the company began legal proceedings against the former Chairman of International Signals & Control Mr James Guerin and three other senior employees. Ferranti were successful and Mr Guerin was ordered to pay $189.9 million to the Ferranti group. A similar judgement was given against the others who were also ordered to repay $189.9 million to the group. As a consequence of the fraud Ferranti had to dispose of several of its interests in order to raise badly needed cash to reduce its debt burden. Amongst the companies sold were Ferranti Defence Systems Group to the General Electric Company. The Italian companies owned by Ferranti International plc were sold to Finmeccancia plc. Various other smaller interests, including civil computer maintenance, Dundee components and laser business, and a joint venture Thomson-CSF SA were also sold. Not all the money was recovered, and on 1 December 1993 Ferranti International plc went into receivership, with the remaining company divisions sold off.

The Institution of Mechanical Engineers (IMechE) was established in Birmingham in 1847 with the purpose of giving "an impulse to invention likely to be useful to the world". Its work over the years has included administration of professional membership, administration of exams and issue of qualifications, and supporting the recognition of mechanical engineering through the Engineering Heritage Awards. The Institution’s first meetings were held at the Queen’s Hotel in Birmingham, with larger Ordinary Meetings held at the Philosophical Institution’s lecture theatre, located on Cannon Street. Although the IMechE entered into a year-long lease for holding Council meetings in the Temple Buildings, more room was needed. The Secretary, William Prime Marshall, found premises that provided residential accommodation for himself, plus a meeting room, library and an additional room for the Institution’s use. The IMechE signed a three-year lease on 54 Newhall Street, Birmingham. The Institution held its first London meeting in 1851 at the Society of Arts’ Adelphi Rooms. The Newhall Street building remained the permanent base for the Institution for 14 years, with Ordinary Meetings being held at the Midland Institute. In 1871, the IMechE’s Council formed a committee to look into building an entirely new house, where all meetings could be held. The committee considered three potential sites in Birmingham, but finally recommended refurbishing the existing leased building in Newhall Street or constructing a new building on land at the corner with New Edmund Street. This work did not take place and, in 1877, the IMechE moved to London. In London, the Institution occupied rented premises at No 10 Victoria Chambers for 20 years. In 1895, the IMechE’s Council set up a House Committee to build new headquarters on land purchased by the Institution at Storey’s Gate, near St James’s Park. Disputes with neighbours meant that work on the building did not begin until 1897. Construction took two years and the building was officially opened on 16-17 May 1899. During the First World War, the Office of Works and the National Relief Fund took over the IMechE headquarters. The IMechE moved into 11 Great George Street as tenants of Armstrong, Whitworth & Company. At the start of the Second World War, the IMechE moved out of London to The Meadows at Bletchworth, Surrey. In July 1940, the military requisitioned The Meadows and the IMechE moved back to Storey's Gate in London. During the Second World War, the IMechE headquarters acted as a meeting place not just for the Institution, but for other bodies including the Royal Netherland Institution of Engineers, the Association of Polish Engineers in Great Britain and the Society of Engineers and Technicians of the Fighting French Forces. Government departments also made use of the building, and in January 1943, a group of senior REME (Royal Electrical and Mechanical Engineers) used the building to plan the mechanical engineering support for Operation Overlord and the invasion of Normandy. In 1975 a new office was opened in Bury St Edmonds, with the relocation of several departments. This office closed in 2004. The IMechE continues to represent professional engineers under its mission statement of "Improving the world through engineering".