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Aviation History
1927
1927 - 0144.PDF
appropriate increase, but is somewhat less encouraging when examined in more detail. In his Memorandum Sir Samuel Hoare points out that the increase on the total of the sub-heads of this Vote is partly accounted for by increased require- ments for airships and for research and technical development, but mainly by the increased provision necessary for the replacement of older types of aircraft and engines, and for the formation of new squadrons. Sub-head A of Vote 3 shows that for complete machines the sum of £2,930,000 has been set aside. This compares with £2,888,000 last year, so that an increase of £42,000 is contemplated. In view of the fact that more squadrons are to be established, and war-time types of machines to be replaced entirely by modern ones, this increase is a very modest item in all conscience, and would only buy something like seven or eight average-size aero- planes, according to type. In the case of complete engines the figure is £1,574,000, as compared with £1,031,000 last year. In view of the fact that it costs a great deal more to produce new types of engines than new types of aircraft, this increase, substantial as it is, cannot be regarded otherwise than as a just reward in the form of orders to the four engine firms whose task it has been to see to it that Great Britain keeps to the front in the matter of aero engines. As distinct from the increases in the sums for machines and engines, there is a slight decrease in those set aside for machine and engine spares, amounting to £13,000 in the case of the former and £19,000 in the case of the latter. The statement by Sir Samuel Hoare that in future no more aircraft and engines of war-time designs are to be bought will be received with satisfaction. We have carried on far too long with " re-conditioned " flying stock, and it is only fair to the splendid personnel of the R.A.F. that it should be mounted on the best machines which modern science can provide. The section of Sir Samuel Hoare's Memorandum which deals with Research and Technical Development should be read carefully. We cannot here enter into detailed comment on this, but it is satisfactory to be told that the increase is due, on the aeroplane side to provision for the purchase of a larger number of types that have already been flown experimentally, and on the engine side for the purchase of engines in an advanced stage of development. It will be recollected that nearly two years ago it was announced that all-metal construction would have to become general, and that a period of grace, as it were, of about two years would be allowed constructors. Doubtless it is in conformity with this policy that one finds the statement that the increase under sub-head G.I of Vote 3 is mainly in respect of metal construction. Significant is also the sentence which states : " The programme for the construction of new experimental aircraft provides for putting in hand eleven types." Among these mention is made of three " Autogyros." On the subject of the new " high-speed " programme, the Secretary of State for Air states that provision has been made in the Estimates for three more air- craft of the high-speed type. This is presumably the ministerial way of saying that three more Schneider Trophy machines will be ordered in addition to those known to be already nearing completion. If Great Britain is to have any spare machines at all for the race, this is, of course, a very necessary step. MARCH 10, 1927 The Vote for Civil Aviation (No. 8) varies b >t little in amount, but as pointed out by Sir Samud Hoare in his memorandum, its character is material v changed, so that while the sums devoted to aero- dromes and buildings are decreased, the amounts o be voted for subsidies have increased. This is due, in the main, to the subsidy granted to Imperial Air- ways for the operation of the Kairo-Basrah, and later the Basrah-Karachi route. It should be noted that in his memorandum Sir Samuel refers in somewhat guarded terms to the light aeroplane clubs, whose good work is admitted, but whose financial status is still in need of Government assistance. Apparently the subject is still under discussion. In the mean- time it is encouraging to note that a sum of £16,400 has been earmarked for the purpose. Particularly satisfactory are Sir Samuel Hoare's remarks under the heading " development of air routes." The proposed flight to the Cape, in which the South African Air Force is to co-operate, is in pursuance of the policy established some time ago, and which was inaugurated by the flights from Cairo to Kano and Cairo to the Cape last year. Very welcome is also the announcement that it is intended to carry out a long-distance flight with flying-boats with a view to developing the service between India and the Far East. As usual, one of the most unsatisfactory Votes is No. 10, the Air Ministry. Why it should cost £687,000 to administer a service the total net expenditure on which is only £15,550,000, is somewhat difficult to understand, and although this particular vote shows a reduction this year of £74,000, there is still a very long way to go before the cost of the Air Ministry can be regarded as reasonable, especially as this Vote does not include the cost of the technical people, research, etc., but is merely administrative. Empire Air Defence With the Air Estimates a topical subject for discussion, we have thought that a brief outline of the organization, distri- bution and strength of the Air Defences of the British Empire might be of interest and assistance, and consequently a large section—in " R.A.F. blue " —of this week's issue of FLIGHT is devoted to an illustrated resume of the organization of the air forces at home and in the Dominions, from which it should be possible to form a general idea of the manner in which the various problems are being attacked. Following the article dealing with the organization and strength of the air forces will be found a section dealing with the flying equipment in use, including illustrations and brief descriptions of the various types of machines. This, in turn, is followed by a section dealing with types of aircraft which are either of an experimental character, or have just passed the experimental stage, but have not yet been issued to the squadrons for whom they are intended. Many of the types in this section, it should be realised, are about to become standard equipment, although for various reasons it has not been possible to indicate which types are to go into production and which ure not. Finally, there is a section dealing briefly with the types of aero engines in use by, or about to be issued to, the Royal Air Force. In this connection it should be understood that many engines of very recent type are still regarded as secret, and thus cannot even be mentioned let alone described or illustrated. 124
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