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Aviation History
1924
1924 - 0418.PDF
those appreciating the finer points of the " game " (and with sufficient imagination to overlook the fact that the torpedoes " bounced "), an excellent picture was provided of the method of attack that would obtain at sea, were the scene re-acted there in earnest. And in this connection it is good to know that in the matter of torpedo 'planes, and aircraft for naval co-operation work, we hold a leading position, what ever may be the case in the matter of land machines. From the point of view of displays calling for skill on the part of the pilots taking part, event No. 6, wing drill by No. 39 squadron and No. 207 squadron, was without a doubt entitled to an easy first place. The 18 D.H. 9A's, taking off in formation and carrying out evolutions that appeared to observers on the ground to bring the machines almost within inches of one another, formed a striking proof of a fact already known to those in touch with R.A.F. matters: that our pilots are the finest in the world. The many foreign visitors cannot fail to have been greatly impressed, and not least for that reason this event may be regarded as the most important of the day. §. The presence of a French escadrille was a welcome innovation, and one which will, we hope, be made a permanent feature of subsequent Pageants. To many present it was probably a matter for regret that one of the most interesting events of previous Pageants, a sham air fight, had been deleted from the programme. Therej(is!something vastly fascinating in a fight in the air, even a mimic one ; and the way in which a Boulton and Paul twin-engined machine twisted and turned, looped and spun in order to avoid its two attackers in last year's Pageant was greatly appre ciated. We think some form of air fight should be included next year, although the actual details of it might be somewhat modified. Altogether, the thousands of visitors to Hendon on Saturdav were <$> <$> JULY 3, 1924 treated to a " show " that will long live in their memories, and as a piece of propaganda for air strength, no less than for the benefit accruing to various R.A.F. charities, the time and money spent on staging the Pageant must be considered well spent. The decision of the Royal Aero Club, Grosven r announced under the Official Club Cup Notices in last week's issue, to confine the race for the challenge cup presented by Lord Edward Grosvenor to machines with an engine capacity not exceeding 1,100 c.c, will be generally welcomed as being a wise one. Last year the race was for machines with an engine power of 150 h.p., but as the number of machines fitted with engines of this capacity is by now relatively small, while it is to be expected that the number of light 'planes, either last year's types actually in existence or this year's models taking part in the Air Ministry competitions at Lympne, will be very considerable, the decision is undoubtedly a sound one. In our Editorial Comment on March 22, 1923, referring to the offer by Lord Edward Grosvenor of a challenge cup, we said that the offer of the cup would do much to revive sporting flying, but added : " Personally we should be glad to see another cup or prize presented in which not the engine power but the cylinder capacity was limited." That was, of course, before the light 'plane type of machine came into being, and the L5nnpne competi tions of 1923 definitely produced the low-power type for which we asked. The light 'plane has come to stay, and it is thus very fit and proper that the Grosvenor Challenge Cup should be transferred to this class of machine, the more so as all the leading hght 'planes will be assembled at Lympne and, the expense attaching to entering machines for a separate com petition will, therefore, be practically eliminated. <5> <5> ROYALTY AT THE R.A.F. PAGEANT: H.M. the King of Denmark arrives (left). The Duke and Duches of York and the Duke of Connaught proceeding to the Royal Enclosure. 418
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