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Aviation History
1927
1927 - 0224.PDF
APRIL 7, 1927 records became entitled to homologation and recog- nition by the FedSration Aeronautique Internationale, several attempts have already been submitted for homologation, all of which appear likely to be accepted as new records. All this is an indication of the earnest way in which Germany treats aviation. Such purposeful determination cannot fail in the long run to place Germany in a leading position in aviation matters, and although one should realise that the peculiar conditions under which Germany hasexisted, and to some extent still exists, have been the means of preparing the soil for German air expan- sion (for instance, Germany is prevented from, and is thus spared the expense of, keeping an air force, and can therefore spend more on civil aviation), one should not accept this as a case of " Gott mit uns " and sit down quietly and submit to Germany outdistancing all other European countries. Let it, once more, be clearly understood that we in no way blame Germany for her determination to lead the world in civil aviation. On the contrary, we admire her for it, and would think less of her were it not so. Rather should we hold up Germany as an example of what a concerted effort can do. The establishment of world's records is merely one phase of propaganda, but it is in our opinion a very impor- tant one. In this country we have too long been con- tent to sit down and " let the world's records go by," so to speak. The time has come for taking action. The Air Ministry never tires of expressing the desire for spreading " air-mindedness." World's records are a means of impressing people, our own no less than others, and thus a very good case can be made out for direct Government assistance in the direction of records. Since the whole country benefits by them it is up to the whole country to support record attempts, and the attitude of the Air Ministry that records must be looked after by individual manufacturers is illogical. A beginning was made, it is true, when the Ministry decided to support a " high-speed programme." Another concession was the decision to let a Hawker " Horsley" attempt to beat the world's non-stop long-distance record, an attempt which will, it is hoped, be made in about a month's time. But this is not enough. There ought to be, as in France, a clearly denned policy by which the manufacturer of any British aircraft that succeeded in establishing a world's record should be given a substantial money premium. Moreover, no obstacles should be placed in the way of manufacturers attempting reccrds- with service types of machines, even in the case- of types that are still on the " part-publication " or even on the " secret " list. The establishment of a record merely entails the accurate measurement of speed, altitude, distance, time, or load carried, and would not give away any information which, in itself, would be of much use to anyone. The mere knowledge that a machine has a speed of, for example 285 m.p.h., does not impart any information as to how that speed was attained. And so in all classes of records. One sees the result of good design and/or construction, but one does not disclose thereby the details which made the performance possible. Incidentally, while on the subject of German records, is not the distance and duration record with 2,000 kg. of useful load established by a Junkers G. 24 the first world's record to be claimed by a three-engined machine ? We believe it to be, and cannot trace any other record put up by a machine of this type. There have been single-engined records in plenty, a few twin-engined records, and one or two four-engined, but no record appears to stand to the credit of a three-engined type. If so, the Junkers company can claim the credit for having started a new fashion, so to speak, in world's records. . .. A little ceremony took place at the Another <-,, T , J , ,•* , , . . Milestone ^a§ J-ane aerodrome last week which, although apparently of small importance, may come to be looked back upon, in years to come, as marking yet another milestone in the history of aviation. The occasion was the " christening" of a de Havilland "Moth" purchased by the "Shell" company for the use of their representatives. So far as we are aware, this is the first time a commercial firm of the standing and magnitude of the great petrol firm has adopted the aeroplane for serious business, as distinct from an advertising " stunt." The " Moth " will be used regularly by Mr. Shaw, manager of the aviation department of " Shell-Mex," who will use it for his travels to various centres where his business takes him. Doubtless, the golden " Moth " will very soon become a familiar sight at all our aerodromes, and it is to be hoped that the " Shell" company may prove but the first of many such firms to make serious use of aircraft for business purposes. Here's success to " Arom " ! Sir Samuel Hoare and the Press Club SIR SAMUEL HOARE, the Air Minister, was the chiefguest at an " Air Night " dinner at the London Press Club, at which Lord Riddell presided, on March 26. He said thathe was trying first to strengthen the Air Force that it might undertake adequately the work of home defence, and the workwith the Army and Navy and overseas. In times of peace, particularly soon after the war, every item of expenditurewas rightly criticised. When there was a prejudice against any kind of military increase it was not an easy thing totreble the strength of one of the three fighting services, which was the duty on which he was engaged. There was also thedevelopment of Empire air routes, which involved much preparation and expenditure, and no one should feel impatientif it took a long time to accomplish. Referring to airships, he said that it must not be assumed that what was true ofairships in the war was going to be true now. Their benefit to the Empire was the reason they were being developed. Sir Alan Cobham said that we must create an aviationmentality which could only be done by continuous propaganda, and when that came about, Empire air routes would rapidlyprogress. Other speakers included Major Herbert Scott, Royal Air- ship Works, Cardington, and Major G. Woods Humphrey, Managing Director of Imperial Airways. Among those present were :—M. Marcel Grosrils, President of the Air Union of France ; Herr Bieger and Herr Warmeling (Wies- baden) ; Signor Pietro Castro (Vigo) ; Major W. E. de B. Whittaker ; Sir Stanley Bois ; Mr. S. W. St. Cedd ; Mr. F. H. Jones ; and Mr. Percy Rudd (Chairman of the Club). New Wireless Equipment for CroydonTHE Marconi Wireless Company are to erect a new wireless Station at Croydon for the Air Ministry, and it willconsist of a group of four 3-kilowatt transmitters operated in conjunction with a wireless direction-finding receiver. Thetransmitters will be capable of telephonic and continuous wave and interrupted continuous wave telegraphic t/ans-mission, the wave range being from 800 to 2,000 m'"ires- Independent drive circuits will be incorporated to ma: -tainconstancy of frequency and wave-length. Energy fo ^e tranamitters is to be supplied by a common motor alter .atorgroup, the power from which may be switched on tr an>' of the transmitters. The new arrangement is exp "tecLto take the place of the old before the end of the seas a. 198
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