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Aviation History
1924
1924 - 0272.PDF
MAY 15, 1924 designation—usually is calculated to stifle competi- works out at a little under 22 miles per hour. This tion. By agreement the Air Ministry is prevented is, roughly, the speed of a modern fast liner. Now from giving financial assistance to any firm other it is agreed that no man could have done better than Imperial Airways, Ltd., for the purpose of than has " Pivolo." Yet for all that the journey commercial air lines. On the face of it this might is not extraordinarily rapid, counted on time seem a wholly evil thing, but in practice it is doubtful lapsed since his leaving Paris. If, for the sake if any great harm will result. There is always the of argument, Pelletier d'Oisy had been carrying possibility that some enterprising firm may develop machines, and an organisation more efficient than those of the monopoly company, and may start out wholly on its merits to run an independent line. Something of the sort is already in the making in the case of the Liverpool-Belfast service. While the Air Ministry is not at liberty to subsidise any such undertaking, there is, as far as we understand the agreement, nothing to prevent the Air Ministry from urgent dispatches, the only way in which these could have been sent definitely quicker than by existing means would be by having a relay of machines, one-half of which made night journeys and the other half day journeys. In this manner it is conceivable that the average speed could be increased to 50 miles per hour or possibly even more. The illustration appears to present the case for night- flying' very well. For the carrying of passengers it agreement, nothing to prevent tne Air Ministry uwu *\r"*& »— j saying that where an independent company is already appears at present doubtful whether any ordinary 4;"™"c traveller could stand the strain of travelling for satisfactorily operating a line, the Imperial Airways Ltd., are not to come along and force the unsubsidised company out of existence by cutting rates. We are not for a moment suggesting that any such idea exists in regard to the Liverpool-Belfast line, which is mentioned merely as an example of private enter prise, and which may, and we hope will, be duplicated in many other directions. It would obviously be grossly unfair if the taxpayers' money were devoted to force out of existence any private enterprise which was managing to pay its way without official assist ance. So long as the machines conform to Air Ministry safety requirements, and the operating personnel is duly licensed, the Government should refrain from interfering in any way. Not only so, but such assistance as meteorological information, etc., should be given freely when asked for. It would be doubly assuring if the Air Minister were to let it be known that in such cases he will not allow the mono poly company to interfere by using the advantages which its position as a monopoly company confers upon it. Then there is the question of the routes to be de veloped. Undoubtedly the policy of the new company should be to develop and extend existing routes so as to give full scope to the advantages which air transport over long distances has to offer. In this connection, it should be mentioned that before this can be done effectively it is essential that night-flying be made possible. The imperative necessity of doing this may be illustrated by the wonderful feat of Lieut. Pelletier d'Oisy, to which attention was called in these columns last week. All the world marvels at the grit and T 1 traveller could stand the strain of travelling for 48 hours at a stretch, even with the brief respite gained while changing machines. Certainly, unless engines can be made a great deal more silent than they are at present, we doubt if any ordinary passenger would care to endure such long spells of air travel. It therefore seems that either a start will have to be made with mails (and General Williamson, of the G.P.O., has stated on several occasions that night- flying was essential to the Post Office), or machines of a very much more comfortable nature than those hitherto used will have to be evolved. The use of seaplanes, and the development of new seaplane routes, is a subject on which we have re peatedly written in FLIGHT, and now more than ever it is necessary to give this type of aircraft the encouragement which has been largely denied it in the past. There are numerous places both near home and farther afield where seaplane routes could and should be developed. At one time we had hoped that the derelict station at Felixstowe might become the terminus for seaplane services to the Continent, but the transference of the Isle of Grain air station to Felixstowe has probably effectively put a stop to that scheme. However, there must be a number of other localities nearly as well suited to the purpose, with customs facilities, etc., already existing, and which could be extended at small expense to include air travellers. The inclusion of the Marine Air Navigation Company in Imperial Airways, Ltd., should be a guarantee that this side of air travel is not lost sight of. To summarise, the new company is confronted last week. All the world marvels at tne grit auu + ™ ~~~ , — determination of the plucky French aviator, who has with the conflicting requirements of having to do traV,oc nioneer work, and also of having to pay a dividend been making history by his flight to the East. He has, it is admitted on all sides, done marvellously well, covering long distances without landing and keeping on day after day in very trying weather conditions. Yet rests were necessary, and overhaul of machine and engine. The result is that, as stated last week, d'Oisy's average speed between Paris and Calcutta • <$> Japanese Decorations for Ex-Members of the R.A.F. THE King has given the following ex-members of the Royal Air Force authority to wear the decorations named, which have been conferred upon them by the Emperor of Japan in recognition of valuable services :— Order of the Rising Sun Insignia of the Third Class.—Colonel the Hon. W. F. Forbes- Sempill, A.F.C., Master of Sempill. Insignia of the Fourth Class.—Major F. C. Atkinson, O.B.E., Major H. G. Brackley, D.S.O., Major W. H. J. Eldridge, Major C.'H. C. Smith. Insignia of the Fifth Class.—Sec. Lieut. W. Pollard. Insignia of the Sixth Class.—Lieut. A. W. Hatfield, Sec.-Lieut. A. S. Sheret, Mr. E. C. Landamore, Flight Sergeant. 272 pioneer work, and also of having to pay a dividend to its shareholders. If it takes a long view of things, and devotes the first three or four years of its existence to development work, counting on reaping its reward later, all will probably be well. If it expects to make a large profit from the start, all will most certainly be wrong. <$> <•> Order of the Sacred Treasure Insignia of the Sixth Class.—Mr. G. Redmond, Sergeant Mechanic ; Mr. E. J. Adams, Sergeant Fitter ; Mr. W. A, Earwaker, Corporal Mechanic ; Mr. W. R. E. Satchell, Chief Mechanic. The King has given similar authority in the following cases :— Order of the Rising Sun Insignia of the Fifth Class.—Flying Officer H. R. Vaughan- Fowler, R.A.F., and Flying Officer A. G. Loton, Reserve of Air Force Officers. Insignia of the Sixth Class.—Mr. G. R. Volkert. Order of the Nile (Egypt) Insignia of the Fourth Class.—Mr. E. G. Newnum, Director of Works, Egyptian Ministry of PublicjWorks.
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