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Aviation History
1923
1923 - 0306.PDF
JUNE 7, 1923v LORD BIRKENHEAD ON OUR AIR POWER A Meeting of the Air League at the Mansion House " THAT national security demands the establishment of a one-Power standard in the air, and our commercial prosperity the fullest development of the Imperial air routes and British civil aviation generally ; and that the Air League, in its efforts to achieve these aims, is deserving of the fullest support." Thus was worded a resolution moved by Lord Birkenhead at a meeting of the Air League of the British Empire, which was held at the Mansion House on Wednesday afternoon, May 30. In the absence of the Lord Mayor— owing to his recent accident—Mr. Sheriff S. H. M. killik presided, and in opening the proceedings referred to the fact that it was three years ago, and in the same hall, that the Air League came into being. He also read letters from Major- General the Right Hon. J. E. B. Seely, and Mr. Philip P. Foster, both of whom were unable to be present. In moving the resolution, Lord Birkenhead said he supported the objects of the meeting because the League was under- taking, at a very important, and it might be even a critical, moment in the destinies of this country, duties and activities comparable to those which were carried out in the old days by the old Navy League. The need for economy was great, but the need for security and the need for existence were even greater. Economy would, indeed, be of small value if the existence of the nation had previously been placed in jeopardy. In the past we could speculate as to our future in terms of absolute security so long as we had that margin of superior strength in our Navy which, reinforcing our insular position, guaranteed our safety. To- day, measured in terms of security, we were an island no longer. The security of the country could only be maintained if there were an adequate defensive iorce to meet any such peril in the future. We must not assume any degree of hostility in any country, still less in the case of a nation between whom and ourselves there existed so many friendly and inflexible ties as between us and France. But we had never been content in the past to allow the question of security to depend on moods and friendships, and no Government that was responsible to the people for the safety of the country could possibly make the excuse, should at any time we find ourselves in a position of danger, that the good relationship existing at the moment between ourselves and other countries protected us. What was the actual position today ? It was that we were in a position of such hopeless inferiority that if a nation which was friendly to us, and which we believed would continue to be friendly, were, nevertheless, as the result of any misunder- standing or quarrel, to direct its air power against these shores, we should almost for the first time in our history— certainly for the first time in any recent history—be found to be entirely defenceless. No security was adequate which did not make us at least as strong in the air as any other nation in the world. The situation, as it existed today, was that we were in such a ratio as would enable us to be destroyed in the very nerve-centre of the Empire in about twelve hours. " I am not myself prepared," he said, "to accept a state of affairs which would enable any country in the world to destroy London in twelve hours. I am not prepared to run the risk, now, in five or ten years' time, or ever." While they all welcomed what Lord Salisbury said in the House of Lords, and what the Minister lor Air, Sir Samuel Hoare, had said, there was still a lack of precision in any assurance that had been given to the country. They were not entitled to com- plain, perhaps, because the Committee of Imperial Defence had the question before them, and had not come to a final conclusion on what the air strength of the Empire should be, but those who had formed a conclusion on this matter should make it plain that they could regard as satisfactory nothing which did not provide the country with as great an air strength, measured in all the terms, as any other country in the world possessed. Sir Alan Anderson, who seconded the resolution, said he would have liked to have seen the civil side of aviation put first in the resolution. Our ancestors had obtained mastery of the sea by developing the mercantile marine, and if we went forward and developed the commercial side of aviation we would obtain our necessary air strength in an economical manner. Admiral Mark Kerr, in proposing a vote of thanks to Mr. Sheriff Killik, made a very impressive speech in support of the resolution. - Referring to the previous speaker's remarks on developing commercial aviation first, he pointed out that things were very different now—the War had changed many things—and that in matters relating to the air we were in a peculiar position in that we had to develop the civil and the military side both at the same time. From the beginning of time animals, including man, have tried to obtain three advantages over their enemy : (1) speed ; (2) range ; (3) in- visibility. Man, having superior intelligence, defeated the other animals, and then commenced the struggle between different groups of men. In each of the three efforts referred to man progressed steadily forward, and in each case the final word has been in the air. The laws of strategy remain the same, but the weapons have changed. He thought we were wasting millions on building battleships that would never come into action, and some of this money would be better spent in putting our military and civil aviation on a proper basis. Further economy in this direction would be achieved by having one Minister at the head of all the fighting services with the Chiefs of Staffs of each service under him. Then the money will be properly allocated, and great efficiency and economy will obtain. Sir John Shelley-Rolls seconded the vote of thanks, which was heartily accorded by those present. THE KING'S CUP THE full and final rules for the King's Cup (Circuit of Britain Handicap) race have now been issued by the Royal Aero Club, who are responsible for the organisation of this race It should be noted that the start and finish will take place at the London Aerodrome, Hendon, on Friday and Saturday, July 13 and 14—and not as previously announced. The general arrangements for this year's race are much the same as la^t year's. The course, approximately 800 miles, is as follows :— Section I.—Friday, July 13. London (London Aerodrome, Hendon) Birmingham (Castle Bfomwich) Newcastle-on-Tyne (Town Moor) Glasgow (Renfrew) .. .. Total, Section I Section II.—Saturday, July 14 Glasgow (Renfrew) Manchester (Alexandra Park) Bristol (Filton) London (London Aerodrome, Hendon) Total, Section II The machines will be handicapped on a time allowance basis for the complete circuit, and a proportion of the total Circuit of Britain Handicap . handicap will be allotted to each section. Competitors will be started from Hendon in accordance with the proportion of their handicap allotted for the first section, and will be timed from the given signal to start. Competitors will be started on the second section in accordance with the proportion of their handicap allotted for that section, plus or minus the time gained or lost on their handicap for the first section. The time of arrival at each Control will be taken at the moment of passing between two white crosses on the aero- drome, at a height of not more than 500 ft. This may be done in either direction, and after passing the two white crosses competitors must alight immediately and report to the official in charge and produce their Time Cards. Competitors must make a compulsory stop of one hour and a half at each Control. At Glasgow the machines will be housed for the night. Landings between the Controls are allowed. Competitors on arriving at Hendon must cross the finishing line (a white line with white cross at each end) in flight at a height of not more than 500 ft., in either direction. Fuller particulars are given in the complete list of Rules as to Time Cards, repairs, identification of machines, fuel supplies, etc. It may be mentioned, in conclusion, that the entry fee is ^20, and this fee, together with the entry form, must be received by the Royal Aero Club, 3, Clifford Street, W. 1, not later than 5 p.m. on Friday, June 29. Start. 91 miles. 168 ,, 120 ,, "379 Start. 183 miles. 130 102 „ 306
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