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Aviation History
1922
1922 - 0596.PDF
OCTOBER 12, 1922 f*% &ma AI&ISMS FROM THE FOUR W/NDS WHO asked for the kite:balloons ? AND who discovered them ? WHAT the re-transfer " all at "-purchaser ? scoop " meant to the aerodrome COMMANDER F. W. M. BOOTHY is as usual practical and to the point in a communication regarding the helpful advantages of the airship in the passing—we hope—Near East complications. Commander Boothby's idea is that:— " Constantinople could be reached by airship from England in twenty-four hours. One or two of our existing airships now decaying in the hands of the Air Ministry could carry fuel for a flight there and back with a moderate load. It would be feasible to construct airships to carry six aeroplanes in flying order to the Near East and have them on service there in thirty-six hours. If we are packing and dispatching aeroplanes by sea it is doubtful if they can be flying where required in less then three weeks from the order for their dispatch being given. Speed of concentration is everything in war, emphasised specially in air war. Only airships permit of the most rapid concentration where distances of over one thousand miles have to be covered. Sea transport will always be required for heavy guns, stores, etc., «j>ut men, aeroplanes, light guns are best transported by airship." To be hoped these aircraft were not also mixed up in the " all at " price ! PERHAPS less expensive and equally effective for the purpose, irrespective of its accomplishment, was the natural incident on Sunday of the flight from Croydon to Con stantinople of Maj.-Gen. Sir Warren Hastings Anderson, on a D.H. 37 aeroplane, under the unerring guidance of Mr. Alan J. Cobham. The " incident," where noticed at all, was received by way of an ordinary passing event, which is all to the good of the cause. Presently, by air will be " the only way " for most folk. M. FOKKER—as the decision stands at present—is to be barred from exhibiting at the Paris Aero Salon in December next. This is but an echo of the absurd action which resulted from Fokker's exhibiting at last year's Paris Salon. It is to be hoped, in the cause of aeronautical progress, there is sufficient independent thought with the Members of the Chambre des Industries Aeronautiques to see that their Executive Committee reconsider such a narrow-minded veto. BESIDES many ordinary matters of importance coming forward at the next International Commission for Air Navigation on October 20, at Old Palace Yard, Westminster, is one which should receive strong support, viz., the revision of one of the existing articles which at present handicaps the extension of cross-continental routes. At present, Article 5, as it stands, prevents any of the contracting States from allowing aircraft of non-contracting States—including ex-enemy States—flying over their territories. The French delegation will propose an amendment whereby any individual State will be empowered to make direct agreement with any non-contracting State with which it desires to establish flying. A clause of this character, as originally passed, is likely to have the contrary effect to that no doubt intended, to force in any State holding aloof. It is only prejudice that would support such isolation, and there is nothing like practical experience of the advantages occurring from co operation to bring such obstinacy to heel. A PROPOS of that unfortunate contretemps of James's with his maps in the Coupe Deutsch, the French papers have, generally speaking, refused to accept James's explanation. Not a few of them have given other " explanations " of what happened, all of them wide of the mark and quite untrue. It is therefore all the more refreshing to find, among the French Press, one gentleman and one journal, at any rate, who have not lost the courtesy and chivalry with which we have always credited our French Allies. In the October 3 issue of L'Aero-Sports, M. Roger Labric, the distinguished Redacteur en Chef of that journal, publishes an article which he heads " La Mauvaise Parole." In this he takes exception to statements made in other French papers, notably Le Journal. WITH regard to the statement, attributed by M. Labric to '" Comrade Raffalovitch," of Le Journal, that James's thermo meter registered no degrees after he landed, M. Labric has interviewed M. Lamblin, who informed him that the thermo meter never exceeded 70 degrees. He also quotes from Le Journal the following : " Besides, a slight fracture appeared on the top plane of his machine, and it is probable that not wishing it to come off in the air, James wisely preferred to land rather than risk a catastrophe." M. Labric's comments upon this statement are forcible and to the point. " How the devil," he says, "could James discover, from his seat, a fracture which did not exist and never did exist except in the imaginative mind of Rafialovitch ? " " THE foreigners," M. Labric concludes, " take the trouble to come and race here, at great expense, and it is thus that they are received and sympathised with in their misfortune. It is not only a lack of courtesy and of truth, but it is also unsportsmanlike in the highest degree." WOULD that there were a few more sportsmen like M. Labric. OUR distinguished French confrere then suggests that James be persuaded not to leave France until he has had an opportunity of flying his machine over the measured kilo metre course, his times to be taken by the same chrono- metreurs as those who timed Sadi Lecointe. This has now been done, and the average speed attained by James on the Mars I was one kilometre in 10.55 seconds, corresponding to a speed of 341*4 kilometres (211*7 miles) per hour. Sadi's record was of 212*6 m.p.h. Thus the machines are near enough of the same speed. CAN anyone give us the address of Liverpool ? We want to get at the valuable contributor to one of that city's " newspapers " of the following little perpetration :— " LONDON-NEW YORK IN A DAY ! AMERICAN AIR COMPANY'S PROJECT. Possible in Two Years. The establishment of a Trans-Atlantic air service within the next two years is a possibility. " According to information which has reached London it is learned that a scheme is already being prepared by an American corporation called " General Air Service " which has powerful financial interests behind it. " The co-operation that will be required on this side of the Atlantic is sure to be forthcoming, it is stated, so that travellers may look forward to journeying from London to New York and back in about two days. " Plans are in hand for the organisation of a company to build the airships, the General Air Service being an operating company only. The air lines will be huge ships with a passenger capacity of 100, and will be capable of a maximum speed of 100 miles an hour. " The airships will be fitted with luxurious quarters attached to the frame of the ship and so arranged that noise, fumes and discomforts of any kind are well nigh impossible. Lounges and smoking-rooms will ensure comfort during the day, and luxurious sleeping quarters will make night travel of the pleasantest nature. The sanitary arrangements will leave nothing to be desired, and an adequate dining service will be provided." As motive power is not mentioned probably the forth coming glider experiments are to form the basis of the whole scheme. Isn't it wonderful ? as poor Charlie Bertram, the conjurer, used to say.
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