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Aviation History
1928
1928 - 1016.PDF
OCTOBER 25, 1928 to the realisation that there were many private owners facedwith similar necessity. Of course, they hope as their scheme expands to attract commercial aircraft as well as privateaircraft, and in fact embrace general aviation with its many forms. But all these attractive developments belong to the future as the directors are anxious to point out. What is of main importance to private flying now is that at Heston today a most suitable field has been definitely purchased and work is proceeding daily to change it to conform to the needs of a flying field. Two hangars and a club house will be erected as a commencement. The size of the chosen site is now 600 by 450 yards. It is practically hedgeless and the surrounding areas will later be added, making then a site of approximately 800 by 800 yards. Entrance will be from Cranford Lane (seen on the map) which leads briefly to Cranford and, at length, to Heston. The soil is a London brick earth and considered particularly good for the purpose. One exceptionally good aspect of the site is its flatness. There is only one mound there now, really negligible, but for all that it is being levelled. Another small one has already disappeared. Mr. N. St. V. Norman has already made landings there. Recently he toured Europe partly to collect data on aerodromes. Incidentally, he found Poland excellent flat country for flying, for it offers splendid landing grounds. He flies a D.H. "Moth" (Cirrus) fitted with the Handley. Page slots. In 1926 he owned and flew an Avro 548 G-EPBJ. He is the son of Sir Henry Norman, formerly M.P. for Black- burn, and a member of No. 601 Squadron (Auxiliary Air Force). Heston Aerodrome is likely to be ready next April. FUTURE OF THE FLYING CLUBS THE future of the flying clubs in this country has always been a subject to provoke speculation, and as we draw nearer to that time when, according to the understood policy of the Air Ministry, the subsidy will cease, speculation is intensified. It is common knowledge amongst followers of the club movement that a scheme is being broached which may vitally affect their future. It is a gigantic scheme, as rumour has it, which will embrace not only the clubs but practically every aspect of 'flying in this country. We have been given a vision of hundreds of aerodromes, for instance, dotting the land, and also a large number of flying schools. Joy-riding, taxi-flying, maintenance and supply of machines and feeding great air routes, are but a few of the other tasks that this mammoth organisation proposes to gather under its wing. Associated with it as an originator, or as one of the originators, is, it is understood, a well-known figure, one who has held the highest position in aviation at one time during his career, and who, it may well be, will be favoured with partial support of the Government for a substan- tial period, say, ten years. In effect, it is easy to visualise this fundamental movement, if it matures, as a sort of Home Imperial Airways. Now, how will the future of the flying clubs be thereby affected ? Frankly, it suggests, according to the present information of which one may make use, that they may lose some of their individuality. Actually their position has been defined as " associated." It looks as though, being dependent upon the official subsidy which comes to an end in about two years' time, they will be bound in the cause of self-preservation to fall into line, particularly if the scheme has the support of Government. Because it would mean that the Government would not support both this gigantic organisation and, separately, the clubs. It seems at the moment as if the scheme will be the only alternative for the clubs when their subsidy finishes, unless they have affluent supporters willing to see that they maintain their individuality. At the last meeting of the General Council of Associated Light Aeroplane Clubs, this all-important subject was dis- cussed. The position of the clubs was defined, as stated above, as " associated," and it was explained that they would be able to purchase new machines to better The Atlantic Flight WE regret to state that Lieut.-Commander H. C. MacDonald, D.S.C., who left St. John's, Newfoundland, on October 17 for England on his own Gipsy-Moth, has not since been heard of. He started at 5 p.m. (G.M.T.) solo, with sufficient petrol to last 25 hours. To the Irish coast the distance over the Atlantic is about 2,000 miles. No wireless was carried. The Dutch steamer Hardenberg re- ported sighting the machine 600 miles off Newfoundland 5J hours after the start. The attempt was a purely private venture. Manchester's Aerodrome A SITE for its municipal aerodrome has been selected by Manchester, and was inspected by Sir Sefton Brancker, on October 19. The site is part of Barton Moss and owned already by the Corporation. It is seven miles from the city's centre and requires no great alteration for the objective. In extent it is 100 acres. Sir Sefton Brancker flew to Man- chester from Stag Lane. He approved of the site, and re- ported it as approachable, non-smoky, had excellent land- marks and a good surface. The Manchester Ship Canal is close to the ground. advantage, obtain repairs cheaper, and have the use of the new aerodromes, etc. In the October issue of that witty club organ, " The Elevator," published by the Lancashire Aero Club, the Editorial discusses the question from the club point of view. It throws a light upon what most other clubs may be think- ing. We quote a few passages. ..." The one apparent disadvantage of the scheme would appear to be that if an existing club preferred to retain its own individuality, and not amalgamate with the new company, it would automati- cally, as far as one can see, be squeezed out of existence, unless it happened to possess exceptionally wealthy members. The subsidy expires in less than two years' time, as far as we are concerned, and it is quite clear that if this new company is formed with governmental blessing in the meantime, any fresh subsidies will be diverted from the old clubs to the new company. ... It will be no use complaining because a commercial company formed for the purpose of making profits has been preferred to those who have, as it were, borne the heat and burden of the day without seeking reward. If any complaining is to be done it should be done now, but before making any complaint we should be first satisfied that we have just grounds for it. ... Looking at it from every point of view, this is at least open to doubt. The duty of the Government is to spend the public money to the best advantage of the country as a whole." The Editorial quoted also suggests two conditions that should be weighed. The first is that "any club in existence shall have the right to become associated with the new com- pany within a fixed time limit upon terms which will reserve to the club full control of its private affairs." Also that " in respect of any subsidy to be paid to the new company for the training of pilots or the maintenance in training of existing pilots, the clubs associated shall, as regards any such training and maintenance done by them, be entitled to participate in the subsidy and to have the same paid to them in like manner as if such training and maintenance had actually been carried out by the new company itself." At present that is as far as we can go—developments in the near future may well be looked forward to with con-, siderable interest. Flying Club Accidents Two similar air accidents occurred over the week- end at golf courses. Miss S. O'Brien, private owner-pilot, crashed at Mill Hill on October 20 in her D.H. " Moth," and unfortunately her leg had to be amputated below the knee. Her passenger, the Hon. M. K. Leith, suffered from concussion. Both are progressing as well as can be expected. The other accident was to Mr. R. E. H. Caldecott, a member of the Lancashire Aero Club, and his passenger, Mr. W. J. Ramsden. They spun into the ground at Cheadle Hume, Cheshire, and both suffered from head injuries, and the latter also had a fractured leg. They are also progressing as well as can be expected. Further references to these mishaps are made in the Light 'Plane Club Notes in this issue. Canadian Flying Clubs THE Toronto and Montreal Flying Clubs lead all Canada in flying hours, according to a report of the Department of National Defence. Up to the end of September, Toronto 'planes registered 881 flying hours, Montreal 590, Ottawa 480, Hamilton 408, Regina 303, Edmonton 266, London 159, Victoria 77, Border Cities 50 and Calgary 37. 938
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