Fig. 3.1 - The Parnall Pixie III G-EBJG, possibly taken at Yate

Naval interest continued with Bolas' next design, the Perch fleet aircraft trainer. This was a dual role machine that could be used for training pilots in deck landing techniques or, when fitted with floats, was usable as a seaplane trainer. The aircraft was an equal span biplane that featured side-by-side seating and a 220hp Rolls-Royce Falcon mounted low in the nose to give the pilot an excellent view for landing. The Perch performed well but no production order followed.

Fig 3.2 - The sole example of the Parnall Perch fleet trainer N217 is seen here in floatplane configuration at Felixtowe in 1926. Not the excellent view over the nose for landing. (IWM photo No. MH2791)

In 1928 the Cierva Autogyro Co. contracted Parnall to design and build two machines to be designated C10 and C11 in the Cierva series, the C11 was later called the Parnall Gyroplane. The airframes were designed by Harold Bolas, the C10 was powered by an Armstrong Siddeley Genet while the C11 used a 120hp Airdisco. The C10 turned over on take-off at Yate and was taken to Hamble for repair at which time it was modified to incorporate an engine driven rotor starting device.

The Peto, submarine-launched floatplane, was amongst the most technically difficult tasks that Parnall took on. It was a two-seat reconnaissance float biplane of very small overall dimensions designed to be folded and carried in the confines of a submarine. Of mixed wood, fabric, aluminium and steel construction, it had unequal span, warren-braced rectangular wings and the initial aircraft was powered by a 128hp Bristol Lucifer with mahogany plywood "Consuta" type floats. Performance on test was generally satisfactory but modifications were put in hand and the machine was rebuilt with new wings, metal floats and a 169hp AS Mongoose engine. Tests both on the sea and in the air showed that Bolas had fully met the requirements and it was officially judged to be exceptionally good; it was successfully catapult launched from the ill-fated submarine M2 but the concept of submarine carried aircraft died after the loss of the M2 which took with it one of the Petos.

Fig 3.3 - The first Parnall Peto N181 with a Bristol Lucifer IV engine. The crew given an indication of the small size of the machine. (IWM photo No. MH2947)

Fig 3.4 - The second Peto N182 at Felixstowe with Armstrong Siddeley Mongoose engine replacing the original Lucifer. (IWM photo No. MH2799)

Fig 3.5 - The third Peto N255 with efficient thick-section wings, Mongoose engine and metal floats.

By the mid 1920's it was clear that an aircraft factory in the middle of a town was less than satisfactory where test flying was concerned, some of the aircraft having made their first flights from Filton. Accordingly a move was made to Yate, then in south Gloucestershire, where hangers were built beside a grass aerodrome. Rumour has it that things were so tight that George would only allow a central strip for the runway to be mowed as he needed the profit from the hay crop! New aircraft continued to emerge at a steady rate and Harold Bolas was to design two more naval types, the Pike and the Pipit.