When the first men managed through repeated trial-and-error to get manned “flying machines” off the ground, the first women pioneers weren’t that far behind them in getting into the skies. The first woman got her flying licence (Elise Deroche in France) less than nine years after the Wright brothers made their epic 59-second ‘hop’ – see the 2017 brace of articles elsewhere on this blogsite, Equality at 10,000 Feet: The Pioneer Aviatrix in the Golden Age of Aviation – Part I (May 27, 2017) and Part II (May 31, 2017).
While many women overcame obstacles on the way to a career as an aviatrix, those of their sex wanting to become helicopter pilots have found it even more difficult and onerous. The prospects around 1940 when the world’s first modern rotary-wing copter became fully functional looked bright enough for women. Nazi Germany’s pioneering aviatrix Hanna Reitsch was leading the way. In 1938 Reitsch☸ became the first woman to test fly a helicopter, Focke’s FW-61 helicopter, even going on to set a distance record for helicopter flight of 109km. She followed that up with the record (shared with another pilot) for being the first in the world to fly a copter in an enclosed space❇ (Sophie Jackson, Hitler’s Heroine, Hanna Reitsch (2014)).
Unfortunately, as the industry has grown since those formative days, female helicopter pilots trying to follow the trajectory of Reitsch’s stellar achievements in the air have found it much harder to penetrate the masculine preserve of the helicopter world. Today women still lag far behind in the gender stakes, in 2019 according to the Civil Aviation Authority women made up only 4.5% of the helicopter pilots in the UK, with just the single female instructor-examiner for the whole country (“International Women’s Day: ‘I’m teaching other women to fly helicopters’”, BBC, 08-Mar-2019, www.bbc.com).
The statistics are hardly more encouraging in the US. The Helicopter Association International puts the number of female pilots at around 5%, the FAA (Federal Aviation Administration) which pointedly has no specific data on women helicopter pilots estimates the figure at a perhaps generous 7.9%. (‘How These 2 Women Became The Helicopter Pilot and Reporter Inside Skyeye’, ABC13, 11-Mar-2021, www.abc13.com). Even more concerning, the percentage of women behind the controls has been stagnant over recent decades✴.
But it’s not from the lack of trying to effect change on the part of women aviators! The barriers to female entry into both the commercial and military fields of helicopters led pilot Jean Ross Howard Phelan (above), the 8th US woman to gain her helicopter accreditation, to form Whirly Girls International in 1955—an association dedicated to the advancement of women in helicopter aviation—with just 12 other charter members🈂. Today the group has 72,000 members from 44 countries.
The minuscule inroads made by women inside the sanctum of the “male cockpit” isn’t confined to rotary-wing aircraft. Women pilots have barely had more success in cracking the fixed-wing aircraft industry, their share of the jobs in the US has hovered somewhere between five and six-and-a-half percent. Despite all the efforts of women’s aviation bodies including the Ninety-Nines (the Whirly Girls’ “older sister” organisation) to make headway in rectifying the imbalance, women today constitute just 7% of the world’s certified pilots for all types of aircraft (‘Female Helicopter Pilots on The Rise’, Claire McCann, Prestige Helicopters, Inc., Upd.11-Nov-2020, www.prestigehelicopters.com).
The reasons flying has continued to be a male stronghold are many and varied. With so few women pilots—only 13 credentialed to fly helicopters by 1955—young women and girls have been bereft of visible role models and mentors to show the way. At school-level not enough effort have been made to make teenage girls aware of the opportunities there are in a flying career. The preponderance of male pilots perpetuates the “highly masculine image of aviation“, reinforcing the stereotype that the profession is “not a woman’s job” (Why There Aren’t More Female Pilots’, Katherine LaGrave, IMdiversity 08-Mar-2018, www.imdiversity.com). This in part comes back to a prevailing mentality of “Top Gun” chauvinism. Female pilots have commented on aviation still being an “old boys’ club” and the lack of support, bias and intimidation they experienced from men in the industry during their training (‘Chances Are Your Pilot Isn’t a Woman. Here’s Why’, Kimberly Perkins, Seattle Business, (nd), www.seattlebusinessmag.com). The issue of unhelpful male pilots for some women has led to another road block, the paucity of female instructors in the industry.
Once in the industry some women pilots have found themselves facing static career paths, the sheer lack of opportunities to attain seniority has eventually led a number of women in military and commercial aviation to prematurely leave the profession. Another criticism of the aviation industry is that it hasn’t embraced the change in work rules and conditions that other industries have…getting the work/life balance right is an issue of more importance to women who usually have to bear the brunt of child-rearing activities (‘Why are there so few women in aviation?’, Kathryn Creedy, CNN, 20-Nov-2019, www.cnn.com).
Research suggests the prohibitive costs involved can be a barrier for women. Aircraft training in the US can cost up to US$150,000, add to this the soaring price of purchasing an entry-level commercial plane today…the (adjusted) price of buying a new Cessna 172 is four times greater than it was in 1960 (‘Why Are There So Few Female Pilots?, Rebecca Maksel, Air and Space, 06-Feb-2015, www.airspacemag.com).
What makes the persistence of multiple barriers and obstacles blocking women from realising their professional pilot dreams maddeningly vexatious is the dilemma now facing the industry as a whole, a looming worldwide shortage of qualified pilots to take the reins of the big airliners. Some airlines like United in the US recently have flagged the introduction of quotas to increase pilot numbers for women and for minorities, but much more fundamental structural change is required before we see real progress in tackling the gender imbalance.
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☸ having already been appointed a flugkapitän (flight captain), a position till then exclusively reserved for male German pilots
❇ later Reitsch was also the first woman to fly a rocket plane
✴ numbers in the US did initially rise from the 1960s to the 1980s but have plateaued since that point (Maksel)
🈂 member #1 was appropriately enough Hanna Reitsch
🚁 Helicopter, from the Greek: helix (‘spiral’ or ‘whirl’ or ’convolution’) + pteron (‘wing’); into French: hélicoptère.
We know that manned, powered, heavier-than-air flight in an aircraft began with the Wright brothers in 1903 at Kitty Hawk, North Carolina—unless that is you accept the audacious alternate candidate, Gustave Whitehead’s flight in Connecticut made two years earlier🅰—but when did the first helicopter get off the ground? The primitive archetype seems to be the brainchild of Frenchman Paul Cornu. Cornu, like the brothers Wright, started off as a bicycle maker before veering off into the nascent field of aerodynamic engineering.
Getting the concept off the ground
Near Lisieux in northern France in 1907, Monsieur Cornu became the first person to (ever so briefly) pilot an airborne rotary-wing, vertical-lift aircraft. The rotorcraft (using an unpowered rotor in free autorotation to develop lift) from Cornu’s own design was a twin-rotor job, the blades rotating in opposite directions which neutralised the torque. M. Cornu’s craft levitated about 1.5 metres off the ground, hovering for some 20 seconds. The Cornu ”Ur-copter” wasn’t manoeuvrable at all (requiring manpower to hold it in position from the ground) and therefore wasn’t practical, but it is considered to be a forerunner of the modern helicopter.
De la Cierva and the autogyro
From 1912 on, numerous inventors and engineers were turning their hands to building prototypes of the rotorcraft, but with limited or ephemeral success. Compared to fixed-wing aircrafts, progress with rotorcrafts evolved very slowly, due to intrinsic problems with torque, dissymmetry of lift and control. Sikorsky (below) spent 30 years working on developing helicopters before his breakthrough. Etienne Oehmichen, whose early prototypes included vertically-mounted rotors and a tail rotor, allowing it to fly a distance of one kilometre in 1924! Oehmichen was also the first to carry passengers in his Oehmichen No. 2 helicopter. By the early 1920s Spanish aviator and engineer Juan De la Cierva built the autogyro (sometimes called a “windmill plane” or ‘gyroplane’)… his success advanced the understanding of rotor dynamics. Cierva’s autogiro had air safety in mind, proposing a solution to the craft losing its lift or stalling even at very low speeds. The Spaniard worked out that the autogyro’s rotor function is driven by the speed of the air, cf. the helicopter’s which depends on a motor…in the descent of the autogyro the rotor functioned as a kind of parachute according to Cierva. Ultimately, the helicopter’s superior velocity made it the preferable mode of aerocraft, however Cierva’s principle of the self-turning rotor remained a vital contribution to the later development of functional helicopters. Cierva’s flapping rotor blades has been described as “the single most important discovery in helicopter development” (CV Glines). A countryman of Cornu’s, Louis Bréguet, also experimented with the autogyro in the Thirties, his Bréguet-Dorand “Gyroplane Laboratoire” improving both the craft’s speed to 120km/h and its control capacity. Another step forward in the evolution of helicopters came from Nazi Germany. Professor Heinrich Focke applied Cierva’s pioneering work on aerodynamics to the task of transitioning from the limitations of the autogyro to the creation of a “pure helicopter”. In 1936 Focke and Gerd Achgelis‘ Focke-Wulf Fw-61 smashed existing helicopter records for range and altitude and demonstrated autorotation descent to landing. This plus a control system much more reliable and robust than earlier rotorcrafts leads many aviation geeks to consider the Fw-61 to be “the world’s first truly functional helicopter”.
Sikorsky’s practical copter
What Cornu started, Russian-born American designer Igor Sikorsky brought to commercial fruition. Sikorsky invented the first mass-produced, and in the opinion of many, the first practical helicopter, the VS-300, in Stratford, Connecticut in 1939🅱. In commercial production called the R–4, it would go on to play a significant role in the Second World War. By the war’s end Sikorsky had added the R–5 and the R–6 models, specifically designed for the military and specialising in search-and-rescue missions. Although he didn’t invent the first prototype of the helicopter, Sikorsky is commonly thought of as “the father of helicopters” because “he invented the first successful helicopter upon which further designs were based”. The VS-300 became the model for all modern single-rotor helicopters.
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🅰 see the November 2014 blog on this site, ‘Wright or Not Right?: The Controversy over who really was “First in Flight”’
🅱 Sikorsky’s 1939 flight was actually tethered, so the first ‘free’ copter flight (also by Sikorsky) didn’t take place until the following year, 1940
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Sites and articles consulted:
‘History of Flight: Breakthroughs, Disasters and More’, Aaron Randle, Inside History, 09-Jul-2021, www.insidehistory.com
’Focke-Wulf Fw-61’, Modelling Madness, Brian R Baker, www.modellingmadness.com
‘World’s First Helicopter — Today in History: September 14’, September 14, 2018, Connecticut History.org, www.connecticuthistory.org
‘History of the Helicopter’, Mary Bellis, ThoughtCo, Upd. 04-Oct-2019, www.thoughtco.com
‘Who Invented the Helicopter? (and When?)’, Aerocorner, www.aerocorner.com
‘Juan de la Cierva: Autogiro Genius’, C.V. Glines, Aviation History, Sept 2012, www.au.readly.com
‘History of the Helicopter from Concept to Modern Day’, Prime Industries Inc, 31-Aug-2015, www.primeinustriesusa.com
’Juan de la Cierva and the Autogyro’s Invention’, Javier Yanes, Ventana al Conocimiento, 21-Sep-2015, www.bbvaopenmind.com
The absence of cars in cities during the coronavirus lockdown has been a boon to cyclists, both for the recreational kind and for commuter cyclists. There has been an “unprecedented surge in popularity” of bicycle traffic—even in the land of the automobile, the United States—with many bike shops since March reporting a doubling of their average sales…such is the demand now that bike manufacturers can’t build them fast enough [‘Cycling ‘explosion’: coronavirus fuels surge in US bike ridership’, (Miranda Bryant), The Guardian, 13-May-2020, www.theguardian.com ; ‘Australia is facing a ‘once in a lifetime opportunity’ as cycling booms, advocates say’, (David Mark), ABC News, 16-May-2020, www.abc.net.au ] ⇧
The renewed present enthusiasm to take up bike-riding in response to the pandemic recalls earlier periods of “bike-mania”in the West—late 1860s to mid-1870s and the 1890s—as the humble bike was evolving into its modern form. Credit for the basic look of the standard, no-frills bicycle as we we think of it today is generally given to John Kemp Starley for his 1885 invention, the “Rover Safety Bicycle”. The Rover’s similar-sized wheels, chain drive attached to the crankshaft and rear wheel, diagonal frame and relative lightness (20kg) retains the basic design of the modern bicycle [‘Pedal Your Way Through the Bicycle’s Bumpy History’, [Evan Andrews),
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The bike by various other names
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1890s, the world gone crazy for the bicycle
(Image:
Instrument of freedom and independence Health-wise physicians gave their approval. And ordinary folk suddenly were able to explore the countrysides, visit towns and places – far and near. Just about everyone, it seems, got into the act of riding bicycles – royalty and rulers in places like Russia, Zanzibar and Afghanistan took up cycling; First-wave feminists – Susan B Anthony declared that “bicycling emancipated women more than anything else”; women were especially enthusiastic as the activity allowed them to escape their voluminous and cumbersome Victorian skirts for more practical attire such as bloomers. When the lighter, less unwieldy safety bicycles came along, police in the UK were quick to adopt them in their work. Likewise, the NYC police commissioner Teddy Roosevelt mounted the city police on bikes to apprehend the new “public danger” of ‘scorchers’ (“speed demon” cyclists ) (Smith).
The conventional explanation for the demise of the bicycle boom is the rise of the commercially-viable automobile, but other factors may have contributed to the bicycle’s decline, such as the rapid growth of the early mass transit systems such as streetcars and trams which were a more practical alternative to bikes, especially in bad weather (Britannica).
Monopoly: (n.) a market situation where one producer (or group of producers acting in unison) controls supply of a good or service, and where the entry of new producers is prevented or highly restricted; “exclusive possession” of the commodity is customarily implicit in the term [www.businesssdictionary.com; www.en.oxforddictionaries.com]
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As a kid my favourite board game wasn’t Monopoly, it was an old Milton Bradley game called Pirate and Traveler✱, however I certainly did play Monopoly an awful lot of times growing up (and it seemed like every game went for an interminably long amount of time!). So, having clocked up that amount of wasted Monopoly game-time, I was more than mildly interested to revisit my youth via a recent book on the universal and ubiquitous board game, and even more intrigued that its author, Mary Pilon, presents a radically different take on the genesis and development of Monopoly to what hitherto was been the received orthodoxy.
Pilon’s book starts with two very different Americans, one an out-of-work Eastern Seaboard “average Joe” wallowing in the depths of the Depression, the other a fairly nondescript, left-leaning economics professor at a Californian public university –– Charles Darrow, the individual identified as the putative inventor of Monopoly, and Ralph Anspach, the man who almost inadvertently exposed Darrow as the faux inventor of the game. The unemployed Darrow learned the game from friends during his enforced leisure time…then with the germ of an idea in his head, got other friends to provide artwork (especially political cartoonist FO Alexander) and a written set of rules. Darrow crafted a version⊚, copyrighted it and eventually sold “his” game of Monopoly (without acknowledging or recompensing the contributions of his friends) to games manufacturers Parker Brothers who mass-produced and distributed it – and the rest is blockbuster games sales history!✥
Ralph Anspach comes into the story in 1973, six years after Darrow—made a multi-millionaire by the runaway success of Monopoly—had died. Anspach is an avowed anti-monopolist, by conviction a “trust-buster” who is mightily annoyed at the OPEC oil cartel’s stranglehold over that essential world commodity at the time (the 1973 Oil Crisis). He pursues his ideals by creating an Anti-Monopoly game in opposition to Parker Brothers’ über celebrated game. Parker Brothers sues Anspach for breach of copyright and so begins nearly ten years of legal battles with Parker Bros (in fact by this time the company was controlled by the General Mills corporation)…Anspach’s tireless research for the case leads him to the true, albeit convoluted, origins of Monopoly☸.
The Monopolists recounts Anspach’s monumental efforts and endlessly time-draining “detective work” in minute detail. Anspach traces the game back to one Elizabeth (Lizzie) Magie (long pre-dating Darrow), and here’s where the story gets really interesting! Magie, an independent-thinking, politically progressive Midwestern woman, was a staunch supporter of Henry George. George was the author of Progress and Poverty, a widely influential text which fuelled the introduction of the Progressive Era in the US (1890s-1920s). George advocated the introduction of a Single Tax on land and property (AKA Land Value Tax). Ms Magie invented and patented a board game in 1903-1904☯, called the Landlord’s Game, based on Georgist principles of wealth redistribution. Magie’s game was in her words, “a practical demonstration of the present system of land-grabbing with all the usual consequences” [Single Tax Review, 1902], the Landlord’s Game was intended to educate Americans about the dangers of unbridled capitalism (ie, ultimately resulting in the monopolisation of business, benefitting only one player)⌑.
When I played Monopoly in the 1960s the takeaway message for me always aligned with the “Gordon Gecko/Greed is Good” world view…gold standard instruction on how to win at capitalism! Pilon points out the fundamental irony of Magie’s “thought-child” – once Parker Bros got their hands on Monopoly, the company left not a single stone unturned in the pursuit of eliminating any rival claims to “their game”⊡. Monopoly, under the aegis of Parker Bros, a game with the sole raison d’être of annihilating all business competitors, leaving a solitary victor, was the complete opposite of what the game’s prototype inventor intended it to be! Moreover, to further underscore the irony, the game became controlled by a company (Parker Bros) that “fought tooth and nail to maintain its own monopoly over it”.
Back to Ralph Anspach’s anti-monopoly crusade – as well as introducing or reintroducing Lizzie Magie to the world, the economics professor’s years of searching, digging in archives, interviewing people of interest across the United States, word-of-mouth, friend-of-a-friend, sometimes down blind alleys, etc, revealed that the games (or games) of Monopoly had been played in various forms and under various names for decades before Charles Darrow’s Pennsylvanian neighbours introduced him to the game. Pilon ties together all the threads of Monopoly’s antecedents – as unearthed by the indefatigably never-say-die Ralph Anspach. What came to light was that Magie’s game, either in its original published form (‘The Landlord’s Game’) or in derivative ‘backyard’ versions, had been played (prior to the publication of Darrow’s Monopoly) as follows:
⌲ among members of the early 20th century rural community of Arden (Delaware), an “alternative lifestyle” arts and crafts colony of “Single Taxers” (including the influential writer Upton Sinclair and the radical economist Scott Nearing who spread the word about Magie’s game to other locations)
⌲ among members of the Quaker community residing in Atlantic City in the 1920s (many Quaker families held “Monopoly nights”)
⌲ among left-wing university students and college “frat boys” on the Eastern Seaboard
⌲ among couples and families in urban Philadelphia (including those neighbours who first taught the game to Charles Darrow) Unbeknownst to Lizzie Magie, many versions of her ‘Landlord’s Game’ had sprung up in the North-East of the country, often these early, widely dispersed players made their own homemade versions of Monopoly using hand-painted oil cloths, local street names and substitute tokens. In addition George Layton created and sold his own commercial version (which he called ‘Finance’) in the early 1930s. By the thirties a version of the game had spread to Texas – Rudy Copeland’s published board game of ‘Inflation’.
Parker Brothers’ whole claim on Monopoly was based on the contention that the game had no precedents to its 1935 patent with Darrow. Anspach’s pains-taking spade work proved that the game in various guises and forms existed “in the Public Domain” years and years before the Parkers and Darrow came on the scene!
Pilon injects many diverse strands in the narrative, even Abraham Lincoln makes a brief (oblique) appearance in The Monopolists – in the late 1850s Lizzie’s father James Magie, a newspaper editor and abolitionist, was an instrumental part of Lincoln’s political campaigns for office…this digression has a very tenuous connexion with Monopoly! The various currents traversed by the author takes the story beyond the purview of being a straightforward account of plagiarised copyrights and game inventions. The book illuminates the position of women in late 19th/early 20th century American society by positing what made Magie stand out from others of her sex at the time and what she was able to achieve – taking on a number of vocations and pursuits, retaining her autonomy and avoiding the “marriage trap”, becoming an inventor (in addition to the Landlord’s Game she held patents for inventions in the realm of stenography as well).
The three Parker Brothers ➚
Another strand follows the career of George S Parker, the founder of the eponymous games empire. Parker published his first board game (‘Banking’) at 17, and from the get-go was determined to establish a monopoly, systematically building up a catalog by buying up other manufacturers’ games (leading him headlong into an ongoing rivalry with fellow games giant Milton Bradley). In Parker’s zeal to totally tie down the company’s ownership and control of Monopoly, the company even went round buying up old (Pre-Parker) Monopoly sets. Eventually George Parker talked Lizzie Magie (by this time now Elizabeth Magie Phillips) into parting with her patent for the Landlord’s Game, and paying her a pittance for it with no residuals (despite inventing the archetypical business game Magie lacked business acumen and naively trusted Parker’s intentions to do the right thing by her and her invention, which he didn’t!)
The author takes the reader on another diversion, straying away from the origin controversy to surprisingly explore Monopoly’s role in World War II! The US Military purchased Monopoly sets to be sent to POWs detained in German prisons (and elsewhere in Europe). The intent behind this practice had a dual purpose: to boost morale for the imprisoned soldiers, but also a practical one –
Coda: The after-affects of Ralph Anspach’s 1983 victory over Parker Brothers in the US Supreme Court (including the ruling that the word monopoly was in fact generic) hasn’t brought any sense of closure to supporters of Elizabeth Magie Phillips. The public acknowledgement warranted her as the true and original inventor of Monopoly has not been forthcoming. Pilon points out that in the 1980s Parker Bros “quietly began to massage its Monopoly history”…a 1988 history of the company by a former Parker Bros R & D head admits that Darrow was not the game’s inventor, but neglects to mention Lizzie Magie. Similarly, on the official Monopoly website in the Nineties, Hasbro, Inc, which purchased Parker Brothers in 1991, starts the Monopoly story at 1933 with Darrow and scantly acknowledges the influence of the Landlord’s Game (again without mentioning Lizzie by name!) No plaque for Lizzie’s prototype of the Monopoly game exists anywhere (although there is one in Atlantic City recognising the contribution of that city’s Quaker players to the invention of the game!)
FN: Mary Pilon’s research for The Monopolists is nothing if not thorough. In the end-piece she includes a long, long list of acknowledgements of her sources, helpers and supporters, she even gives a hearty shout-out to coffee shops in seven different cities (I said she was thorough!)…one very notable exception missing from the author’s acknowledgement of research help is Hasbro! Hasbro denied Pilon’s request to access the Parker Brothers’ archives and outright refused to answer any of the many fact-checking queries she submitted to the world’s largest toy and games company. Zero marks to Hasbro for the cause of corporate transparency…ummm, given how much she gleaned from other sources, I wonder what else they didn’t want her to discover?
The Monopolists: Obsession, Fury, and the Scandal Behind the World’s Favorite Board Game, by Mary Pilon [Bloomsbury New York: 2016 p/b ed.]
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✱Pirate and Traveler with some modifications and an updated, aviation emphasis eventually morphed into a similar game called Pan American which I played with equal relish. The idea of these two games was to spin a number or roll a dice, collect a destination card and progress from one city to another city somewhere in the world. When you completed a requisite number of destinations, you hightailed it back to a home base city (Godthab, Greenland), first one there was the winner! The games educated me on political geography and I learnt the distance (in miles in those days) between different places on the world map ⊚ with Atlantic City street names on the earliest editions of the Monopoly sets (later editions of the game utilised New York City streets and London streets on their boards) ✥ a comparison of the visuals of Magie’s original 1904 patented game and Darrow’s 1935 patented Monopoly reveals profound continuities…Darrow’s replicates essential features of Magie’s – a square board, a space “for the emblematic GO TO JAIL”, a “Public Park” space (anticipating the Parkers’ “Free Parking”), ‘chance’ cards, the use of tokens representing money, deeds and properties ☸ Parker Bros, when taking on Darrow’s game, accepted and promoted the myth that Darrow had fed them, ie, HE invented the game from his own head in the early 1930s, and that there were NO precedents for it ☯ by a remarkable happenstance of history Lizzie filed her patent claim on the same day in 1903 as the infinitely more famous Wright brothers filed their “flying machine” patent ⌑ interestingly Magie devised two versions of the Landlord’s Game – version 1, the objective was to crush all of your opponents (= the contemporary game of Monopoly produced by Parker Bros), and version 2 – the objective was to create wealth for all to share ⊡ the three Parker brothers (especially George) were evangelically zealous about this because, as the author explains, the company had been “badly burnt” twice before with two products that they had thought that they held exclusive control and ownership of – ‘Tiddlywinks’ and ‘Ping Pong’