FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1927
1927 - 0636.PDF
organising and business committee, our thanks on behalf of the British contingent at Copenhagen. The aims and objects of the exhibition were admirably stated at the opening ceremony by Herr Tyge J. Rothe, an ex-Minister for Commerce, who referred to the fact that, although Denmark had not as yet taken a very prominent place in the world of aeronautics, she had contributed her share in the earlier days of flying, when Ellehammer succeeded in getting his machines into the air on the little island of Lindholm. Also, since then Denmark had done her small share, and recently the flight of Botved and Herschend to Tokio and back had made Danish aviation history. But first and foremost, the Copenhagen Aero. Show was to be propaganda for aviation in Denmark, and the organisers had been anxious to create " air-mindedness " among the general population. There had been great difficulties in getting the exhibition going, and an attempt in April last had to be abandoned, partly owing to a clashing of dates with other important events abroad, and partly due to inability to secure exhibitors. At last the exhibition was a fait accompli, and although not perhaps as large as could have been wished for, the show was, he thought, very representative. From discussions with various prominent people in Copenhagen, at the show and outside, we gathered the impression that the organisers were rather disappointed that the British participation is not larger. Denmark transacts a great deal of business with England in agricultural products, and leading political and business people regard it as not only desirable but logical that Denmark should obtain her aircraft material from Great Britain. The question of finances is naturally a serious one, and the price of British aircraft and aero engines has been a stumbling-block in the past. The Danes are, however, if we interpreted their opinions and views correctly, beginning to realise that an article which is somewhat high in first cost is not necessarily the dearest in the long run. The experience of the Danish Navy with British Armstrong-Siddeley engines has been such as to strengthen the desire for British material, and the Hawker " Danecocks " purchased some time ago, and which are now being built in quantities in Denmark under licence, have also given every satisfaction. The robust construction, long life, and low upkeep costs of British aircraft and engines are beginning to be realised, and the ground is, we consider, prepared for sound British air propaganda in Denmark. It would, therefore, have been worth while for a greater number of British firms to have exhibited at Copenhagen, but although this is now too late, there is one way in which there is still time to do something. On Sunday, September 4, there is to be held at Kastrup aerodrome, in Copenhagen, a series of races and competitions, and we would strongly urge every British firm which can possibly do so to send at least one machine. The prizes are insignificant, but that is of relatively small importance. What is important is that the Danes are just getting " air-minded," as evidenced by the fact that on the second day of the exhibition no less than 14,000 people visited the Forum, and September 4 will be a red letter day in the history of Copenhagen. All types of machines will be welcomed, but on our visit to Copenhagen we gathered that the Danes are particularly keen to see a AUGUST 25/1927 representative collection of British light aeroplanes, such as the de Havilland " Moth," the Westland " Widgeon," the Blackburn " Bluebird," and thu Avro " Avian." The Danes' experience of light planes is mainly confined to the little 20-h.p. Klemm- Daimler, and we are quite certain that our more power- ful machines would meet with general approval. The meeting is being held on a Sunday, as this is the only day on which the aerodrome at Kastrup is available (there being no Sunday air services). Any firm with a seaplane available will, however, always be able to find sheltered spots for starting and alighting in the immediate vicinity of Copenhagen, and the seaplane is a type with a particular appeal to the Danes, who are essentially a seafaring ana sea-loving nation. The Danish Navy is using seaplanes of the Hansa-Brandenburg type, with a top speed of about 100 m.p.h. The modern British light aeroplane converted into a seaplane would not be very inferior in performance, and would be a much cheaper machine to run, so that this type should have a great deal to recommend it, and a potential market for British machines of medium and low power might easily be contemplated. As regards the exhibition itself, the Danish section forms the largest part. Next to that comes the French, which occupies one entire end of the Forum. Owing to the non-arrival of several French machines, how- ever, the French stands were somewhat empty during the first days of the show, although a Farman "Jabiru and a Morane-Saulnier school machine did their best to fill the gap. A new Farman engine of the inverted " broad arrow " type was the greatest novelty of the French section, and about this we hope to have something to say next week. Germany is rather poorly represented by a number of scale models of German machines. The German exhibit is, however, a concerted affair arranged by the German equivalent of our S.B.A.C, and but for Treasury refusal to give a small grant, there is little doubt that the British industry would have arranged a very imposing display. As it is, the few enterprising British firms which are showing are doing excellent propaganda for the British aircraft industry in general. Italy also confines herself to models, and mostly airship models, while Sweden is represented by a huge Junkers monoplane bristling with machine guns. This machine is built under licence by the A.13. Flygindustri, of Limhamn, who have delivered machines of this type to Chile. Czechoslovakia exhibits a number of aero engines, and some aeroplanes were expected, but up to the time of our departure from Copenhagen these had not arrived. It seems likely that several European countries will be sending machines, if not to the actual exhibi- tion, at any rate to the competition on September 4, and we would once more urge the advisability of the British aircraft industry sending machines to this meeting. The effect might not, and probably would not be, immediate orders, but we are quite certain that a worthy British representation at Kastrup on September 4 would bear fruit in the future, and woulu prove a wise and profitable investment, apart frou1 the added prestige which would naturally result. Therefore, let our slogan be " To Kastrup for September A." 588
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
