Fig 4.1 - One of the Parnall Pikes in landplane configuration. This picture appears to show early development work at Yate.

Fig 4.2 - The second Pike N202 at Felixstowe probably in 1927. Its flying characteristics were rather similar to its appearance (IWM photo No. MH2795)

The Pipit was an aircraft of a very different character, a fleet fighter biplane of very clean appearance, designed to specification 21/26 and powered by a 495hp Rolls-Royce F.XI. Of all metal construction with fabric covering, the Pipit had a number of innovative features including detachable panels for easy access to the fuselage, a wide track undercarriage and a retractable radiator. Two prototypes were ordered, the first flying from Yate in mid 1928 but despite its promising appearance and engineering novelty the Pipit did not perform as well as expected in the air, the elevator being criticised as heavy while the rudder was weak and the machine was felt to be unstable longitudinally. Before much development flying could be done, however, the tailplane failed due to flutter in a diving test on the 20th September; the pilot succeeded in landing the damaged plane but it was destroyed in the resulting somersault although the pilot survived albeit with serious injuries. A second modified machine was built; powered by a Rolls-Royce F.XIIS, it featured a strut braced tailplane, ridgidly linked ailerons and a large eliptical horn balanced fin and rudder assembly designed to improve its effectiveness. It first flew in January 1929 and was an improvement over the earlier machine but the rudder was still unsatisfactory. On February 24th a test was made by a service test pilot; whilst investigating the rudder's properties in a series of dives, violent flutter developed and both the fin and rudder broke away. The machine became uncontrollable but luckily the pilot escaped by parachute below 1000ft. It was the end for the Pipit and it left a stigma in official circles from which Parnall never really recovered.

Fig 4.3 - The Parnall Pipit N232 first prototype at Yate in the condition in which it made its first flight. Note the large blast troughs, which resulted from the requirement that the aircraft should mount either 0.303 or 0.5 inch guns. No pictures of the second prototype with modified fin and rudder are available.

Harold Bolas always maintained an interest in light aircraft and in 1927 produced a small two seat biplane: the Imp. Powered initially by an uncowled AS Genet II of 80hp, it was of striking appearance as it had a straight lower wing joined by wide chord struts without bracing wires to sharply swept upper wings. With the engine installation cleaned up, front cockpit faired over and a headrest fitted it flew into 8th place in the 1928 King's Cup race. At that time Parnall had thoughts of going into engine manufacture and collaborated with D.R. Pobjoy in the development of the 65hp Pobjoy P air cooled radial. This was first test flown in the Imp but Pobjoy decided to form his own company and collaboration with Parnall ceased.

Fig 4.4 - The Parnall Imp in flight with the AS Genet II in original form; a more streamlined cowling was latter fitted. Note the swept upper wing and straight lower wing.

Fig 4.5 - Parnall Imp G-EBTE with cleaned up cowling for racing. In this form it was flown into 8th place in the 1928 Kings Cup Race.

The attractive Elf was to be Bolas' last design for Parnall. It was a two seat touring biplane in the DH Moth class using fabric covered wood construction and powered by an ADC Hermes I. A naval influence showed as it used Warren girder bracing with folding wings and it first flew in 1929. A competent if somewhat uninspired performer, the prototype was sold to Lord Apsley in 1932 but it was destroyed in a crash in 1934. Two more were built as Elf IIs with ADC Hermes II engines, one was sold in 1933 but crashed due to fuel pump failure two months later but the second went to Lord Apsley as a replacement for the Elf I. In 1929 Harold Bolas, after some twelve years of trying to produce a winner for Parnalls, finally decided to leave for the attractions of the USA. An enthusiastic and respected designer, he was highly regarded for the originality of his designs and was a skillful theoretician. He was not above test flying his own creations, suitably fortified after a visit to the nearby Railway Inn! It is a fitting tribute to his work that one of his Elf biplanes should survive to this day, still flying and entertaining the Shuttleworth crowds.

Fig. 4.5 - The last surviving Parnall plane still flying. The Elf biplane in flight and on the ground at Old Warden