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Aviation History
1928
1928 - 0148.PDF
never hope to " pay its way." Well, for a few years it did not. But we are still alive and kicking ; we did not start with a mint of money ; and we have had no Government subsidies or Guggenheim grants to help us along. So, one way or another, we must have managed to pay our way. At least, in spite of our missionary work, we are not in the workhouse yet! That not a few of the 1,001 numbers of FLIGHT left us with a sadly depleted exchequer is now a matter for quiet amusement, but at the time it was often a little difficult to see the humour. However, we never lost heart. We felt sure that one day flying WO-MW-" amount to something," and said so ; and now we have survived to see an Englishman fly to Australia in 16 days on a machine with not a great deal more power than that on which Mr. Moore-Brabazon made meritorious flights of 500 to 600 metres. To see civilian aeroplanes for private use turned out at the rate of one per day. To see the air rapidly becoming our first line of defence. To see a flight of flving-boats make a cruise from England to Singapore, with no more trouble and difficulty than that entailed on a short cruise in sheltered waters on a surface vessel. To learn of preparations for making an attempt to establish a new world's speed record at more than 300 miles per hour ! Truly flying is beginning to " amount to something." In No. 1 of FLIGHT we recorded a series of attempts of Wilbur Wright to win the Michelin Cup. After MARCH I, 1928 noting that he started by the aid of his derrick, and made 45 complete circuits of the triangle in 1 hour 53 minutes 59| seconds, covering 99 kilometres, on December 18,1908, we proceeded to relate how another attempt was made on December 26 in which, " as a grand finale he made five circuits of the trial ground at a speed of from 50 to 60 kilometres per hour, with the engine going all out, and, finally, he descended just in front of his shed." It would take a rather exceptional modern machine to fly at 31 to 37 miles per hour, but the trouble would be to keep down to that speed, not to keep up to it. As for the choice of a title for our journal, it would doubtless amuse our readers to be told the inner history of that. Arguments at times grew fierce, and the titles that were suggested would seem very absurd in modern times. But the Founder and Editor persisted for the title FLIGHT—not THE FLIGHT— and FLIGHT the journal became. On the whole, the title was undoubtedly well chosen, although we have at times been rung up on the telephone by irate R.A.F. officers wanting to know why the so and so their uniforms had not yet been delivered ! (It appears that there is a famous tailor with a similar name !) FLIGHT has now become known, and, we have cause to believe, appreciated, in all parts of the world. That we are on the eve of just as far-reaching de- velopments now as we were when No. 1 was published we firmly believe. By the time No. 2001 is published our readers shall surely know whether we were right. USEFUL BUT NOT ORNAMENTAL: Two views of H.M.S. "Courageous" at Devonport, ready forsteam trials. It is reported that the new aircraft carrier will have hangar accommodation for six flights of machines. . _.. ',,..,•>•
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