engines that British Anzani faced the post-war challenge. One of these engines was to be a Hagens designed 35hp 60° V-twin of 1,100cc which eventually found applications in motorcycles, light cars and aircraft right up until the start of the Second World War. It was based on a 500cc single cylinder French Anzani engine that had been sent over just after the War but Hubert Hagens development skills produced a marvellously powerful engine that appeared in a multiplicity of formats over the next 15 years. It was this little engine that took Claude Temple to a land speed record on two wheels in 1923 and powered AJW, OEC, McEvoy, Trump and Montgomery motorcycles, Morgan sports cars and a score of different types of light aircraft. The engine had first appeared in 1921 and British Anzani had only ceased to produce the engine themselves in 1938 saying that “due to a rush of sub-contract orders and the fact that a new light aero engine is in the design stage” it was surplus to requirements although they did continued to manufacture small numbers on behalf of Luton Aircraft until that company’s demise during the war. Airplane manufacturers liked the powerful little motor: ANEC (The Air Navigation and Engineering Company) of Addlestone, Surrey used it in their ANEC I & II
the British Caudron aircraft company of Cricklewood and Alloa from 1914-24). There is evidence of a significant alliance with British Caudron and this sharing of directors may be illustrative of that.After World War I the British aviation industry contracted and consolidated behind the larger companies and many of the smaller firms disappeared. One of these was British Caudron who made no aircraft after 1919 and eventually went into receivership in 1924. In the depths of the War though they had needed more engines and had given British Anzani the finance to expand and build a production capability at their Willesden site. This led to their most productive year of the war delivering 107 100hp models. Later, a change in buying policy by the Allies meant fewer companies supplying the War effort effectively freezing out the smaller contributors and by February 1918 British Anzani had all but given up trying to compete in the aero engine business. They were still making spares for Curtiss however and doing development work for the Government. They refurbished and repaired old engines and were desperately trying to gain contracts for new engines - and it was with these brand new
Captain John Crosby “Jack” Halahan was born on 28 February 1878 in Dulwich and was educated at Dulwich College. He joined the Royal Dublin Fusiliers in May 1899 seeing service in South Africa and was active in the relief of Ladysmith and promoted to Lieutenant in 1900. Promoted again in 1908 to Captain he was then attached to the RFC and gained his flying certificate in the same year. Through contacts he made at the GAC affiliated flying school he was appointed as a
Director of British Anzani in 1912 and then manager of the Deperdussin Flying School at Hendon in 1913. In 1914 he resigned from the GAC subsidiaries and returned to active service. He served with distinction throughout the war first as a pilot then as Commanding Officer of 12 Squadron in France and in 1917 he was promoted yet again to Wing Commander. He was placed on the retired list in 1942 having attained the rank of Group Captain. He was awarded the CBE and AFC and died in Teignmouth, Devon in 1967.