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Aviation History
1922
1922 - 0570.PDF
OCTOBER 5, 1923 When these were allowed to decline the Empires appeared to decline with them. From this undisputed fact General Brancker drew the conclusion that it was reasonable to suppose that the next few years might see the British Empire kept together by air transport. The personal contact between those in high places will do much more towards good will and understanding than reams of written documents, and it is in strengthening this personal element that aviation has so much to offer, much more, probably, than is generally realised. Speaking as a member of the International Conven tion on Air Navigation, Sir Sefton Brancker said: " There is more mutual trust and real co-operation between nations on that Convention than on any other. There is a spirit about aviation which tends to co-operation instead of eternal bickering and fighting over small points, and I am not at all sure that the International Convention will not be one of the biggest weapons for peace of the League of Nations. This statement was received with cheers, and to these we would all add our voice. Not untirely unconnected - with Sir *t x^fUC Sefton Brancker's statement on the Air Force importance of the International Air Convention and on its importance to the League of Nations is Lord Robert Cecil's sugges tion that an Air Force of the League of Nations » should be formed to make the guarantees effective. Both statements are indications of the growing realisation of the vast possibilities, as yet barely touched upon, of the Air Arm. A strong League Air Force would be one of the very best means of assuring that no member of the League would foolishly attempt aggression against any other member of the League. The very presence of such an Air Force would act as a deterrent, while, if in spite of its existence, any nation should take aggressive steps, the air, sea and land forces of the nation so attacked would naturally join forces with the League Air Force, and thus might avoid the necessity for any other measures being taken by the League. Added to this effectiveness of a League Air Force, it should not be forgotten that even a very large Air Force could be maintained at relatively trifling cost, at any rate, compared with the expenses involved in many nations maintaining at strength their respective fighting services. Thus, expenditure on armaments could be reduced all around, and at the same time the maintenance of units serving with the League Air Force would ensure a standing and / ever ready force, prepared to strike at any moment when such action should prove necessary. From every point of view Lord Robert's suggestion appears to ijs to be worthy of the most serious consideration, and we sincerely hope that the necessary action to that end may be initiated without delay. As first announced in FLIGHT several D. of R. months ago, it was decided to transfer Farnborougha large portion of the establishment of the Directorate of Research to the Royal Aircraft Establishment at Farnborough. This transfer has now been effected, and an official state ment on the subject suggests that it is expected that very considerable economies will result, as well as a closer co-operation between the Directorate of Research and the practical experimental work carried out at the R.A.E. When we first heard of this intention we pointed out that it might be that the move was actuated by a genuine desire for economy, but that on the other hand it might mean the first step towards a return to the old evil days when the Royal Aircraft Factory.(as it was then called) performed functions in the way of design and construction for which it was never intended, and which could not be tolerated. Whilst we trust that no such plans are even remotely entertained now, the concentration of research and experiment at Farnborough appears to carry with it the danger that the " Factory " may again have plans for more designing and constructional work than will be good for the country or the industry, which should not be allowed, May we call attention to a statement made by the Director of Research at the last Air Conference, in which he pointed out that his department was about one-fifth research and four-fifths engineering ? Professor Bairstow very rightly pointed out that if that were the case it would appear to be time for changing the name of the department. As we have said, we do not know that there is necessarily anything more than meets the eye in the transference td Farnborough, but the move is one which will bear careful watching. The • • • As recorded elsewhere in this issue, the Cou race for the Coupe Deutsch this year, Deutsch was a most unsatisfactory affair. To all intents and purposes, there was no race, as only one competitor, Lasne, finished the course. Casale retired with radiator trouble. Le- cointe crashed. Brack-Papa did not properly cross the starting line on the first attempt and abandoned the race in the second ; while James was rendered hors de combat by his map strings. As the only British representative the failure of James was naturally a keen disappointment to all interested in British aviation, not to mention the Gloucestershire Aircraft Co. and Napiers. After taking every pre caution, and spending a great deal of money on getting the Mars I and its engine into the best trim possible, to see all chances of success shattered by such an absurd happening must have been a great blow to all, and we sincerely sympathise with the firms most concerned. At the same time, the mishap was one that should not have been possible, as, even if the pilot considered this a satisfactory method of carrying the maps, those responsible for the machine might well have insisted on some less haphazard way of securing the maps. It is not only from the British point of view, how ever, that the race was disappointing. As things happened, the race has taught us nothing, and we know no more than the French as to which is really the fastest machine in the world today. The speeds put up by Lasne and (unofficially) by Brack-Papa are certainly slightly in excess of those attained last year, but not one of the really fast machines had an opportunity of showing what it could do. Sadi certainly did establish a new record over the 100 km. course, but his ignition trouble prevented him from completing the whole course. It is to be hoped that next year's race may prove more successful, and we shall look forward to Britain being represented, not by one machine, but by the full three to which each country is entitled. 570
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