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Aviation History
1922
1922 - 0523.PDF
Flight, September 14, 1922 First Aero Weekly in the World. Founder and Editor : STANLEY SPOONER A Journal devoted to the Interests, Praetiee, and Progress of Aerial Locomotion and Transport OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM No. 716. (No. 37, Vol. XIV.) SEPTEMBER 14, 1922 ("Weekly, Price 6d. L Post free, 7d. FligHt. The Aircraft Engineer and Airships Editorial Offices: 36, GREAT QUEEN STREET, KINGSWAY, W.C. t Telegrams : Truditur, Westcent, London. Telephone : Gerrard 1828 Annual Subscription Rates, Post Free : United Kingdom .. 30s. 4<2. Abroad 33s. od.* These rates are subject to any alteration found necessary under abnormal conditions and to increases in postage rates • European subscriptions must be remitted in British currency CONTENTS Editorial Comment The Race for the King's Cup .. Honouring the Schneider Cup Winner Nest Year's Schneider Cup King's Cup Race Gliding, Soaring and Air-Sailing .. Airisms from the Four Winds Boulton and Paul All-Metal Machine London Terminal Aerodrome Royal Air Force Notices to Airmen Personals Society of Model Aeronautical Engineers Side-Winds PAGE 523 SM 525 534 535 5 35 536 537 537 53? 538 538 DIARY OF FORTHCOMING EVENTS Club Secretaries and others desirous 0/ announcing the dates of important fixtures are invited to send particulars for inclusion in the following list 1 1922. Sept. 2-17.... Sept Sept Sept. or Oct. Sept. 30.... Oct. 16-21 Dec. 15- Jan. 2 International Concours Aviatique. Rotterdam Tyrrhenian Cap, Italy Italian Grand Prix R.Ae.C. Race Meeting, at Waddon Conpe Deutsch (800 kil.) Daily Mail £1,000 Gliding Competition Paris Aero Exhibition June Dec. 1 1924. Mar. 1 Mar. 15 International Air Congress, London Entries Close for French Aero Engine Com petition French Aero Engine Competition Entries close for Dutch Height Indicator Com petition EDITORIAL COMMENT. HE Circuit of Britain, the first since 1913, has been flown. Twenty-three machines were entered ; twenty-one started, and eleven finished the course. This, in the briefest possible form, is the statistical account of the Race. And looked upon from the point of view of figures only the great race must be judged a failure. That one-half of the machines should have fallen by the way might cer tainly be used by the disbelievers in *e ?^ce aviation as proof of the unreliability of tor the . _ .r . , • i. • 1 King's Cup modern flying. And just as certainly the critics would be wrong. The avia tion community, now as in the early days of flying, is to be regarded as a band of pioneers. In 1909 or thereabouts they had to demonstrate to a doubting world that flying was possible. Today they are faced with the no less difficult task of proving to a sceptical world that flying is safe, that it is reliable and that it is commercially useful. But, above all, they are faced with the problem of persuading the world to take an interest in flying. Once that is accomplished, the way has been paved for infusing into the general public, the man in the street, a clearer understanding of the problems involved and a greater appreciation of the possibilities offered by vigorous and consistent development of flying. Viewed from this angle, the race for the King's Cup has been a great success, stimulating as it has the interest in flying, not only among Londoners, but all over the country. And after all, as some one pointed out at the Air Conference, although it is a fact that is sometimes apt to be overlooked, Britain does not consist of London only. The North, the Midlands and the West must each play their part if our future aviation policy is to be pursued with the vigour and determination which is necessary. At all the turning points the public have crowded to the aerodromes in their thousands, and everywhere the enthusiasm has been tremendous. We have had our Aerial Derbys, our Schneider Cup races, our holiday race meetings at Waddon and our Aerial Pageant ; but these have not, we are quite certain,
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