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Aviation History
1912
1912 - 1019.PDF
NOVEMBER 9, 1912. [/yCHT] Jules Tyck, the first aviator who ever flew In India. and the height of 6,500 ft. which the latter attained at Calcutta, when he remained aloft for about three-quarters of an hour, would have been accounted a very fair per formance anywhere. The biplane, too, was skilfully handled, and accomplished about 20 short flights, with a separate passenger on each occasion. The conditions at both Tollygunj and Bangalore Maidan were very favourable, and the authorities, both military and civil, did all in their power to aid the venture. Sir Moore O'Creagh, the Com mander-in-Chief, took a very live and personal interest in the matter, as did also Lord Hardinge and his staff. If in the aftermath, repeated attempts were not a success, the results must be attributed to other causes than the difficulties of flying in India. Truth to tell, the reception of aviation and of the aviators in Bombay was enough to damp the most ardent enthusiasts. What visions of splendid receptions with eager bejewelled Rajahs waiting on the quay these intrepid Belgians had in their minds was rudely dispelled, and from officialdom, at any rate, it was soon evident no help would be forthcoming. I essayed to move " the Government," but alas! to be quite frank, we were snubbed. It was certainly done politely, but, none the less, convincingly. Indeed, the whole matter was evidently regarded more from the showman's point of view than from any possible idea of aviation, as a new attempt at locomotion through whose far issues in the ever reaching forward demands of pro gress none might see the issue. So I hastened to Calcutta with all speed feeling pretty certain that, as so often happens, what Bombay rejected Calcutta might be inclined to accept. Nor, as after events proved, was I mistaken. The famous Tollygunj Club soon fixed up matters and the meeting was arranged. I thought then, and have seen no occasion to alter my view since, that Bombay was much to blame for the general laxity that thereafter seemed to permeate India as regards flying. The enormous extra expense in transit that thus became necessary, the weary weeks of negotiation and hope deferred had an unmistakable effect on the whole business from which dreary effects it never seemed quite to recover. The Calcutta meeting was a success. Inside the grounds were some 10,000 natives and 5,000 Europeans, but outside were literally millions. The road for some three miles—the only road as it happened—was literally one huge block of cars, hacknies, tongas, carriages of every sort and description. The sahib in his 6-cylinder car, the Maharajah in his gaudy carriage, the humble pariah in his reckla, all were jostled into an indescribable hubbub. The police arrangements, such as they were, broke down completely, and whereas the total gate receipts actually amounted to Rs. 12,000, or about ^800, there must have been ten times the amount which never reached the ground. At Bangalore, where we next went, the arrangements were perfect—the military took them in hand, but the receipts were indifferent. Natives and Europeans soon got scent that once up in the air and the aeroplane could be seen just as easily sans payment. There are many Scotch in Bangalore. Still we took some ^400, and a handsome gift of ^200 from the most interested spectator present—the Maharajah of Mysore—helped agreeably to swell the coffers. The long delays in negotiations had now practically FLYING IN Chief of the INDIA IN 1910.—Sir Moore O'Creagh, the Commander-in- Indian Army, mastering details of the Farman under the guidance of Baron de Caters, 1019
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