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Aviation History
1919
1919 - 1230.PDF
» SEPTEMBER II, 19*9 ing interesting communication from Barkarby, Sweden, is to hand:— ; "Your numerous readers may perhaps Be interested to have some news of aviation in this country, and I, therefore, write of what we and others are doing. I came out here in June with two no Le Rhone 'Avros and an 80 Renault" D.H. 6, to do anything whereby money might be made. So far the success of the expedition has far ex ceeded our expectations, and we are now enlarging the show considerably and importing more machines from England, including a Rolls seaplane and an A.W. We have formed the P.O. Flygkompani in conjunction with Lieut. Herrstrom of the Swedish Flying Corps Reserve, and Capt. Saunders, late of the R.N.A.S., is the other pilot. Scandinavia in general and Sweden in particular is taking very kindly to aviation, The climate has been very good for flying during June, July and this month, never any fog and very little rain. Un fortunately, the almost total absence of good fields for forced landings and the large amount'of forest and water everywhere, makes it very important to be able to rely implicitly on one's engine. Our no Le Rhones are standing up to the work well, but one cannot get any spares in the country, and when wired from England often take several weeks to arrive. It is very important for anybody bringing machines here to be very certain that they are complete in every respect to the last split pin and nut, as everything missing has to be made. A turnbuckle, for instance, costs 18 kr.—£1—to make in Stockholm. If anyone contemplating flying in this country is unfortunate enough to acquire his machines from the same source as we obtained ours, he may find, as we did, the following "Flight* Copyright Bournemouth, the scene of the competition for the Schneider seaplane race on Wednesday last, as seen from 2,000 ft. and it behoves English aircraft firms not wishing to have the Scandinavian market captured by Germany and Austria to wake up to the great possibilities of civil aviation here. So far our work has been to fly to the larger towns and cities where all advertising is done for us by the newspapers, and give demonstrations of War flying and stunting, and then take up passengers, enclosing the flying field and charging for admission, and also, of course, for the passenger flights. The results, as previously stated, have been more than satis factory, our average daily takings since we began work being just over 1,000 kr., which is about £55 to £60. Unlike England, there are no vexatious restrictions on civilian aviation, and apart from one inspection of the machine before beginning work and the medical examination of the pilot, one is not interfered with as long as no dangerous flying is indulged in. articles, extracted from a very long list, deficient:—No driving wheel for magneto, no carburettor on engine, planes of a different type to fuselage, with, therefore, wrong length inter- plane and drift wires and turnbuckles with one end larger than the other, no oil or petrol pipes either in machine or engine, machine minus Class I modifications, five ribs broken in tail plane owing to bad packing in crate, literally hundreds of nuts, bolts, pins and washers missing. This is bad enough, but when, to crown all, one assembles an engine straight from its packing case in a machine, and on turning it round hears a rattling, and then discovers when the nose-plate is removed that someone has kindly left a 2-in. brass wood screw in the engine, then one almose believes that someone has a grudge against Sweden. I will leave your readers to guess where these machines were purchased, and the exact cost of bits 1232
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