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Aviation History
1927
1927 - 0140.PDF
MARCH 3, 1927 should be drawn actively into a scheme for making a compre- hensive survey of the country with the object of marking out emergency landing grounds near populated centres. An arable field and a willing owner should be sufficient in most cases, and the expense low considering the advertisement accruing. It should be distinguished by a notice-board as a symbol of aviation activities and have ground indications for the use of airmen. The Civil Aviation Department might consider a scheme by which Government credit might be used for financial advan- tage to private ownership. A bolder policy should be adopted towards the Schneider Cup Race. The Air Ministry should declare openly Great Britain's desire for the Cup and its intention to fight until it achieved it. The Press could do their valuable part by arousing public interest. It was time the Ministry allocated moderate sums for outstanding per- formances in the air either in co-operation with the constructors or independently ; or else loan a machine, cover the insurance, or offer many other of its facilities. Mr. Colebrook said he was aware all these proposals involved State money, but, bearing in mind the national burden, he had considerately framed them on modest lines. Only the Schneider Cup contest was really expensive, and that must be faced to ensure a future reward ; and the aviation industry should insist on that fact. He wanted to ask the industry as represented by the S.B.A.C, whether they had not, like the Air Ministry, buried their talents in the ground instead of taking it in the air. Why had they not gathered in conference at regular intervals with the accredited aeronautical correspondents to discuss the difficulties and advise and suggest. The Press could tram up or not, as they wished. In conclusion, said Mr. Colebrook, he had three questions to ask, about which he should like to be enlightened. How could the public be taught to differentiate between Service and civil air accidents ? Could joy-riding be made use of in the education of the public ? Could a concerted effort be made before next year to make the King's Cup Race a really national vehicle for air propaganda ? He hoped every one would help towards making the public realise that flying was a normal activity, and not the domain of a few daring spirits. The Discussion THE CHAIRMAN said that during his scholastic education in Paris there wasa certain French professor who said that there were two types of speech, one that you took notes of and the other you listened to, obtained impressionsand afterwards sought to enlarge them. He thought that Mr. Colebrook's speech was in the latter category. It was stimulating and provoked thought.He then called upon Mr. Handley Page who, he said, was bursting to talk. When Mr. Handley Page rose he immediately confirmed this. He saidthat Mr. Colebrook had blamed everybody concerned in aviation except the Press. He did not know whether the policy of the Press was influencedat all by the advertisement revenue, but they did not help at all in educating the public in aviation. He was sure if he had the opportunity of managingvarious publications he could do better, or show them how to do it. He said that it was not altogether the business of the Air Ministry to enlighten thepublic. They hadn't time to teach. The Press over-rated its importance. It was useless for educating. It did not originate, it did not create, it merelyreported the Royal Aero Club's lectures. The industry itself would have to see about propaganda. It was their activities that were doing more for thepublic interest than anyone. The small flying clubs and private flying in particular. Every man who flew was a potential apostle of aviation. Thesecommercial air lines were mere joy riding mediums for the public. They did not fly to Paris except for pleasure, but the man,who got into a private aero-plane and landed anywhere after a long flight was definitely furthering the cause of aviation. Flying could be brought home to the man in the streetif industry made more use of it. If his food was brought by air, for instance, his interest would be inevitable. With regard to the public's fear of the airbecause of the lack of visible support, that was absurd. They were entirely used to a lack of visible support in life ever since the war. In ConclusionMr. Handley Page said that the Club sometimes treated the subject lightly. We should all help, all do our little bit towards educating the public to fostertheir interest. There was a real air crisis in aviation. Today we were dependent on the Air and the Army and Navy were auxiliary to the airpower. In calling upon Captain Barnard, the chairman said that great men wereknown only by their bare names, therefore he asked Barnard to contribute to the discussion. CAPTAIN BARNARD said there were three bodies to consider,the Press, the public and aviation. He advocated telling the public the truth about flying. Veil nothing. Tell them everything that happened andlet them draw their own conclusions on the subject. It was not the future of the Air Force that mattered to them but the future of Civil Aviation.Transport was one of the fundamental necessities for civilisation. Where there was bad transport there civilisation was at its lowest. Take the desertcountries as an instance. One drawback to the air lines was that aerodromes were out of town. Silence in the Press, he said, caused harm. The publicalways suspected the worst. If a machine did not arrive to the scheduled time they knew it had crashed when all the time aviation knew that it hadn't ;then why not tell the public so ? Two of our present difficulties were engine failure and fog. Why not tell the public so rather than let them find this outby experience ? There was no margin of safety with two engines, very little with three. Four engines was the remedy. Then let the public know. Tellthem facts. Tell them we can fly with a visibility of 5 yards, take off with it at 5 yards and in some cases land with visibility at 5 yards. It should hepointed out that all transport was forced to a standstill by fog. He thought there should be flying every day in the year. The Press went in for recordsinstead of telling the public all these facts about every-day flying. Capt. Bar- nard, in conclusion, said that he would like to see in the daily Press weatherreports on all the air routes. Mr. L. A. WINGFIELD said he regarded the Press as an enemy. They dis-torted the truth either intentionally or unintentionally, with detrimental effect on the public. For instance, an airman was not an airman but anintrepid airman. They gave aviation a lustre which put it on a pedestal to be admired but not to be touched. The industry too was at fault. They didnot give the public the assurance that they might do. They always put the pilot right on the very top of the machine in the most secure positionpossible, whereas if they put him, say, on the undercarriage, the passengers would feel safer when they thought of him. He did not think the publicwanted comfort. They never did. They were not used to it. Let them make strap-hanging in aeroplanes compulsory. Mr. Wingfield said he hopedhe had given a very interesting and instructive contribution to the discussion as the chairman desired. MAJOR STEWART defended the Press. He said they must first of all providenews, and it must be interesting. If secrecy in aeronautical matters was observed the Press must not be blamed for distorting the few gleams ofinformation given them. They must make a story. They would certainly tell all the facts if these were not withheld. Mr. W. L. HOPE said the Press were considerably helping the industry,perhaps more than any other commercial business. He quoted a two years' contract he had received from them as an instance. In his replies to the discussion, MR. COLEBROOK said that he agreed thePress was the most effective and powerful medium for moulding public opinion. Its duty was to express realism first before venturing with itsviews. Silence would distort the public mind. There should be a wide expression of air news, but of an educative and interesting nature. Speedrecords conveyed nothing to them except to magnify the remarkability of flying, which was totally opposite to what was desired." MAJOR HEMMING rose and proposed a vote of thanks to the chairmanwhom he eulogised, and remarked that if Lord Thomson was a reflection of the general ability and efficiency of his party he, for one, would welcome the returnof the Labour Party into power. THE CHAIRMAN then proposed a vote of thanks to Mr. Colebrook. At St. James's Palace AT the Levee held by His Majesty the King at St. James's Palace on Thursday, February 24, the following were amongst those present :—The Secretary of State for Air, Marshal of the Royal Air Force Sir Hugh Trenchard, Bart., Air Marshal Sir John Salmond (Principal Air Aide- de-Camp), Group Capt. P. F. M. Fellowes, Wing-Commander Louis Greig. Amongst those presented to H.M. the King were : Lieut.-Commander R. D. Kirkpatrick, U.S.N. (Assistant U.S. Naval Attache for Aviation), Wing-Commander A. ap Ellis, C.B.E., Flight-Lieut. P. Barnett, M.C., Sqdn.-Leader A Benge, Flight-Lieut. J. Blackford, Air Commander E. Borton, C.B., C.M.G., D.S.O., A.F.C., Flight-Lieut. O. Bryson, M.C., D.F.C., A.M., Flight-Lieut. M. Coote, Air Commodore J. Forbes, O.B.E., Wing Commander A. Garrod, MC D.F.C., Flying Officer G. Holdcroft, Flight-Lieut. A. Ledger, M.B.E., Sqdn.-Leader W. Park, M.C., D.F.C., Flight- Lieut. W. Richards, Air Vice-Marshal Sir John Steel, K.B.E., C.B., C.M.G., Flight-Lieut. T. F. W. Thompson, D.F.C., etc. The Overseas League Luncheon to Sir Samuel Hoare. SIR CHARLES WAKEFIELD presided, on February 25, at the Overseas League luncheon given in honour of Sir Samuel Hoare and Lady Maud Hoare at the Criterion Restaurant. In his welcoming speech to the distinguished guests, Sir Charles Wakefield said that the problem of aviation as related to the British Empire resolved itself into one of rousing public interest. Lady Maud Hoare said she regarded the honour of D.B.E. conferred on her by the King as not persona) to herself, but as a symbol to those who had been working in the interests of aviation through its different phases. She then referred to the courtesy met with on the recent flight to India and of the help that was always forthcoming. Sir Samuel Hoare said that thanks were due to successful efforts of others for the achievement of the flight to India. He was convinced that it was impossible to administer a great department without going to see those on the spot. The future of civil aviation was one in which each part of the Empire had to take its share. He was convinced that the easier it was made for Ministers to meet without loss of time it would be found that the problems that looked insoluble on paper would be easily settled by word of mouth. A Second Son for Sir Alan Cobham ON March 18 Lady Cobham gave birth to a son at her Hampstead home. Both are doing well. Sir Alan Coblum is still in New York, and is expected back in London n\ March 18. The heartiest of congratulations ! No French Entries for Schneider Cup ? FRANCE will not take part, apparently, in the Schneider Cup Race this year, for no entries were received from iiet by the Aero Club de France up to February 25, which was the last day for receiving them. The only entries for Uie race on September 25 are from Great Britain. Italv and 11.5 A. 120
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