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Aviation History
1921
1921 - 0306.PDF
the air services mainly for the novelty of flying, and whose number will rapidly decrease as time goes on and the novelty becomes commonplace, passengers who travel by air do so because they wish to save time. That being so, it is distinctly annoying for a busy man who had expected to leave Croydon at 12 o'clock to be kept waiting for, as far as he can see, no apparent reason whatever. It may be that some of the other passengers have not arrived, and that the machine is detained until they turn up. When a firm is in _ the joy-ride business this sort of thing matters little. On a serious commercial air service it simply cannot, and should not, be tolerated. If a machine is scheduled to leave at a certain time, then it must leave at that time. If the company thereby lose a few passengers the loss will, in any case, be temporary only. Those who miss the machine will have learnt that an aeroplane does not wait for them any more than does a train or steamer. The man who gets to the aerodrome a quarter of an hour before the machine is leaving, gets through the customs, takes his seat and makes his journey to scheduled time, will retain an impression of reliability and punctuality which will encourage him to use the air service again. If he is kept waiting for close on an hour before a start is made, he will have had most of his appointments upset, will feel very far from pleased with flying as a commercial proposition, and will go by train and boat next time. Thus punctuality will paj-—and pay handsomely in the long run. There is really no reason why aeroplanes should not leave punctually at the scheduled time. The pas- Mw 5, 1921 sengers are met at a certain point in town by motor- vehicles, which leave at a certain time. If the passengers are not there in time, very well,- the motor must go on without them. Surely nobody expects a train or steamer to wait till it pleases the passengers to get on board. Then why should they expect an aeroplane to do so ? There are various difficulties to overcome in running an air service, difficulties over which those responsible for the services have no control—such as bad weather, fog, low clouds, etc. But it is not with these things that we find fault. Where improvement is wanted is in the little things, insignificant things if you like, the scrupulous atten- tion to details which ensures smooth running and satisfaction all around. • _ ' Hitherto it has been our custom to Aviation g^ve a fiau report in our columns of the Parliament discussions in the House of Commons of matters relating to aviation. The restriction of editorial space now, unfortunately, forces us to abandon this feature of FLIGHT, and we have, reluctantly, decided that in the future, except in cases of the most exceptional interest, we cannot devote the same space to reports of this nature. In this connection, for those who wish to follow Parliamentary air discussions in detail there are available in the leading newspapers ample summaries giving all the main points, and in any case those who are sufficiently interested can obtain a copy of the " Hansard " for the modest sum of threepence. THE LONDON-CONTINENTAL SERVICES FLIGHTS BETWEEN APRIL 24 AND APRIL 30, INCLUSIVE Routef 3 60 c I No. of flights carrying O of 00 a i.H Fastest time made by Type and No. (in brackets)of Machines Flying Croydon-Paris ... Paris-Croydon ... Cricklewood-Paris Paris-Cricklewood Croydon- Bru ssels Brussels-Croydon Croydon-Amsterdam Amsterdam-Croydon 13 12 53 54 6 68 60 25 4 8 10 10 32 3 4 5 4 3 3 4 2 5 5 h. m. 2 48 2 46 3 " 3 12 3 I 2 9 4 55 2 11 Spad F-CMAY (2h. 21m.) ... Salmson F-CMAE (2h. 10m.) H.P. G-EATK (3h. om.) ... H.P. G-EATK (3h. 5m.) ... D.H.4 O-BADO (2I1. 57m.) ... D.H.4 O-BADO (ah. 4m.) ... Fokker H-NABH (4h. 5m.) Fokker H-NABM (2h. 35m.) B. (1), Br. (I),D.H.I8(I),G.(4), Sa. (1), Sp. (2), V. (i). B. (I),D.H.I8 (1), G. (4),Sa. (1), Sp. (2), V. (1). H.P. (3). H.P. (2). Av. (2), D.H.4 (*)- D.H.9 (1). D.H.4 (1), D.H.9 (2). F- (3). F. (2). Totals for week ... 52 210 30 40 43 * Not including " private" flights. f Including certain journeys when stops were made en route. $ Including certain diverted journeys. § One trip from Rotterdam. Av. =Avro. B. = Breguet. Br. = Bristol. Bt. = B.A.T. D.H.4 = De Havilland 4, D.H.9 (etc.). F. = Fokker. Fa. = Farman F.50. G. = Goliath Farman. H.P. = Handley Page. N. = Nieuport. P. -» Potez. Sa. = Salmson. Se. = S.E.5. Sp. = Spad. V. = Vickers Vimy. W. = Westland. Tne following is a list of firms running services between London and Paris, Brussels, etc., etc.:—Co. des Grandes Expresses Aeriennes ; Handley Page Transport, Ltd. ; Instone Air Line; Koninklijkie Luchtvaart Maatechappij; Messageries Aeriennes; Syndicat National pour l*Etude des Transports Aeriens ; Co. Transaerienne. The Royal Tournament Again WITHIN a fortnight the 1921 Royal Tournament will be with us again. To be exact, it opens at Olympia on May 19 and continues until June 4. Its splendid objects need no gilding ; the Tournament should have the support of every' man, woman and child who can manage to get to the show. A main feature this year will be a portrayal of the history of the Royal Marines, and should prove of surpassing interest. An incidental item in the fine programme promised is a Display by boys from the R.A.F. Cadet College, Cranwell, and an ever popular turn will be the great Tug-of-war, in which the R.A.F. will supply a team. Note the date !
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