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Aviation History
1927
1927 - 0492.PDF
JULY 7, 192? with pigments of different colours from those used on .British aircraft. The expense entailed should not be very great, and certainly it would be easier to follow the progress of events. One feature of this year's Display which we regarded as extremely gratifying was that to all intents and purposes, with one exception, war-time types had disappeared from the programme. The only excep- tion was the good old D.H.9A. and somehow one cannot get the feeling that this machine is altogether a " back number." Rather would we put it this way : Although by this time all machines of the R.A.F. ought to be post-war types, the retention of the D.H.9A does not give one a feeling of in- congruity. But even this type must go, and the " Fox " was doubtless chosen with a view to proving, to those inclined to " make do " with war-time types, why it must go. There was no denying the superior speed of the modern type, and so we shall probably soon have seen for the last time a type of machine that has served so long and faithfully. "Oceanitis " The poor °ld Atlantic must be g pretty blue by now. Within the last few weeks it has been flown three times, although on the last occasion it verv nearly got its revenge. And somehow there seems to be some significance in the fact that Commander Byrd, when let down by his compass and his wireless, threatened by storm, rain and fog, chose to alight in the sea, rather than risk a landing in the dark. Although he was flying an aeroplane, he chose the sea. How much more natural that would have been had he been flying a seaplane. Moreover, in that case the machine might, probably would, have been safe. So that we arrive at the con- clusion that the seaplane is the logical type. That is a view which FLIGHT has been preaching for many years, and so far from modern events having proved us wrong, we think we can justly claim that every- thing points to our opinion being correct. That the Atlantic can be crossed by aeroplane has now been amply demonstrated, and from that point of view there is little object in continuing spasmodic trans-Atlantic attempts. In the case of Commander Byrd's flight, however, it was rather different in that, not only was the machine used a standard commercial type, a three-engined one at that, but four people were carried in addition to the fuel. Assuming for the moment that a crew of two was sufficient, the flight may be claimed to have proved that it is techni- cally possible to carry two passengers across the Atlantic from New York to Paris. That the cost of <•> <3> carrying two passengers was somewhat prohibitive is rather beside the point for the present. If a com- mercial service is ever to be established, it will almost certainly not be a direct non-stop one. By alighting at Newfoundland and in Ireland, the amount of fuel carried could be very materially reduced, with consequent increase in paying load. But the machine to be used will undoubtedly be a seaplane. The flight over the Pacific, from San Francisco to Honolulu, also made in a Fokker monoplane, may be regarded as the beginning of the conquest of the Pacific, and thus the American aviators, Maitland and Hegenberger, are entitled to every credit for their performance, which, although not a record as regards duration or actual distance, was a record for trans- oceanic non-stop flying. Both flights are valuable demonstrations of engine reliability, but the next step towards practical trans-oceanic flying must be by seaplane. By Seaplane As strong supporters of the seaplane, we are naturally keenly concerned in tin- proposed flight of Captain Frank T. Courtney from England to New York and back. As a flight this is likely to be of more practical value than non-stop dashes across in aeroplanes, even if less spectacular. We hope, and we believe, that Courtney and his companions will succeed, and in succeeding they will have done much towards ensuring due recognition of the seaplane type of machine. But as we said a couple of weeks ago, we cannot but regret that Courtney should have chosen a foreign machine for his flight. We know that there are British seaplanes capable of making the flight, but making that claim is a very different matter from proving it. If Courtney succeeds—and. as we have said, we do not doubt that he will—he will only have succeeded in proving that a seaplane is capable of the crossing. He will still not have demonstrated that a British seaplane can do it. How such a flight as that planned can help British aviation we fail to see. On the contrary, is it not natural to expect that the world in general will believe that Courtney " had to get the best machine, and got it from abroad " ? What were the reasons for Courtney's failure to get a British machine we do not know. It may be taken for granted that he would not have chosen a foreign machine had a British been available. And if Courtney had set his heart on making the flight, it is difficult to blame him for taking what was available. But that does not make the necessity for using a foreign machine any less regrettable. THE KING'S CUP THE Royal Aero Club has now received the approval of His Majesty the King to the course for the air race for the King's Cup, to be held on July 30, 1927, at Hucknall, Not- tingham. The total distance of the race is approximately 540 miles,and consists of three courses of approximately 180 miles each. The first course, which will be flown twice, passes over the counties of Leicestershire, Rutlandshire, Huntingdonshire, Cambridgeshire, Norfolk and Lincolnshire ; and turning points will be at Spittlegate, Huntingdon, King's Lynn, and Cranwell. The second course passes over Nottinghamshire, Yorkshire and Lincolnshire, with turning-points at Howden (Yorks) and Skegness. The start and finish of each course is at Hucknall, Notting- ham, and competitors will alight at the aerodrome there on completing each course and make a compulsory stop <"•• 30 minutes. The meeting at Hucknall, Nottingham, will extend over the August Bank Holiday week-end. On Monday, August 1, the programme will consist •••! exhibition flying and short races over a course of 10 milex- These races will include the Grosvenor Challenge Cup f< •' light aeroplanes, and a special race between the light aeroplan<•. clubs for the challenge trophy presented by the Society <>; British Aircraft Constructors. The prizes for these events wi'i amount to about £&H). t The closing date for entries for the King's Cup Ri'!i is July 15, 450
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