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Aviation History
1925
1925 - 0462.PDF
JULY 23, 1925 We mention this case, not because it is in itself a very important one to anyone except our own organisation, but because it may serve to show what sort of delays are occurring. The instance may be an isolated one. We do not know, but we should rather doubt it. The delay was, obviously, connected with the ground transport end of the service, but that does not affect the argument except in so far as concerns the fact that, in this instance at any rate, the flying end of the service does not appear to come in for any criticism, since evidently the parcel had arrived at Croydon aerodrome some time during Monday afternoon. If, however, Imperial Airways desire to convince the public of the advantages of using the air, it would surely be policy to see that in so far as it rested with them the ground transport at least equalled that of the air. With reference to the clamour for an increased subsidy, we very much doubt whether this will be forthcoming, nor do we think it is required. The terms upon which Imperial Airways were given their monopoly were distinctly generous, and if during the first year or so of operation the company is already in difficulties, then surely it is not because the money is insufficient, but because the problem is being attacked in the wrong way. It is just possible that one of the reasons for the present difficulties may be not unconnected with matters similar to the case we have just mentioned. Secondly, the London- Paris route has never been a favourable one for com- mercial aviation, and if Imperial Airways are really anxious to effect improvements they should look to other routes. We should be the last to claim that the ideal com- mercial aeroplane has yet been found, but at the same time machines have improved very considerably since the days when the old A.T. and T. and Handley Page, Ltd., did their pioneer work on the cross- Channel services. Those early struggles, carried out with converted military aeroplanes, did serve to demonstrate that technically it was possible to operate air services with a fair degree of regularity. They also showed that almost from every point of view the London-Paris route was not a favourable one. Yet here we are still, in 1925, struggling along over the same route and with very little greater success than did those unsubsidised pioneers of early transport. The production of more economical machines should be accelerated, certainly, but that in itself does not provide a solution of the problem, and in this con- nection it is of interest to note that the de Havilland Hire Service, which is entirely unsubsidised, has managed, and still, we believe, does so, to pay its way, not because the service employs machines which are vastly more economic—although they cer- tainly are about as good commercial propositions as any hitherto produced—but because they are used in a way which enables a real saving in time to be effected. In operating the London-Paris route, air transport is competing with what is perhaps one or the most highly developed transport services in the world, and it is doubtful whether machines even twice as economic as those at present in use would enable a really satisfactory state of affairs to be attained. The solution to the problem lies, we think, not in increas- ing an already generous subsidy, but in planning new routes in such a way that the aeroplane is able to give advantages which other transport cannot give. That certainly is not the case on the London-Paris route. We have made no reference to the London- Holland-Germany line because we gather that it is mainly the London-Paris route which is causing anxiety. • • • The August Bank holiday meeting, Lympne which is being held at Lympne, Meeting August 1, 2 and 3, can m some ways be said to mark a new era in British sporting aviation, since, for the first time in our aviation history, a number of races are to be flown by machines with engines of relatively low power. It is true that there are also events open to aero- planes with powerful engines, but by far the greatest number of races will be for light 'planes, or, at any rate, for engines of relatively low power. The only other light 'plane race we have had so far was the meeting for the 1923 single-seaters, which was held at Hendon shortly after the 1923 Lympne meeting. This was a somewhat hurried affair, rushed through at short notice and inadequately advertised, so that the attendance was by no means a large one. Never- theless, the races did awaken quite considerable interest, and showed that if we are to make air racing as popular as in the days before the war, the light 'plane offers a very excellent means of doing so. The relatively low speeds attained and' the great manoeuvrability of light 'planes make it possible to fly races round pylons, and thus give the public an opportunity of following the race much more inti- mately than is possible with modern high-powered machines which pass in a flash. The Lympne meet- ing, which will include events for both single-seaters and two-seaters, ought to be well patronised, and although the Lympne aerodrome is somewhat inac- cessibly situated, so far as Londoners are concerned, it is, of course, quite close to the southern seaside resorts from which it is hoped that the general public will go to the aerodrome in considerable numbers during the August vacation. In some ways, possibly Hendon, Croydon, or Stag Lane would have been preferable, but Lympne has very many attractions from the competitor's point of view, there being ample hangar accom- modation for the machines and repair facilities for engines, while the Lympne course is one which possesses fields suitable for forced landings at almost any point. Furthermore, although the races will not be around pylons in the good old-fashioned way, the machines will be flying over a comparatively short course, on which in reasonably clear weather they will remain in sight practically throughout, while the fact that the course is a short one of 12£ miles results in machines having to round the home turning point several times in each race, and that thus visitors are enabled to follow more closely the progress of the races. We advise all readers of FLIGHT who can possibly do so, to visit Lympne during the August Bank holiday. First " Moth " for Flying Club Lancashire Aero Club, and it was flown from Stag Lane to ON July 21 Alan Cobham delivered by air, the first of Woodford, near Manchester, a distance of 180 miles, in 1 hr. the D.H.60 " Moths " which are being supplied to the various 50 mins. The Club's President was a passenger, and carried light aeroplane clubs in England. It was one acquired by the a letter of congratulation from Sir Sefton Brancker. 462
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