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Aviation History
1928
1928 - 1092.PDF
urn NOVEMBER 29, 1928 ' recently carried out by machines destined to be used : in the Dutch East Indies services have proved beyond a doubt that, although this is not yet contemplated as an immediate step, it is possible to effect a most ; important speeding-up by a long-distance air mail i route. While we have been " negotiating," Holland I has got going. True, she has not, presumably, arranged with the various European governments for a regular passage of her air mail machines to the East, but her experimental machines have been permitted to take what we may term the " overland " route, which is a good deal shorter than the Mediter- ranean, or Southern route, which we are but now surveying. The United States of America are very favourably situated for the purpose of internal air line operation, what with the great distances that have to be covered and comparatively few railways, and consequently there has been rapid progress once the ball had been started rolling. The British Empire has probably as much to gain by regular air communications as have the United States, but we have certainly not made anything like such a determined effort to " get going." The American network began very modestly with a New York-Chicago line operated by Government machines. Then followed an extension in the form of an experimental night service, also operated by Government-owned and manned aircraft. The experi- ment proved that, given proper ground organisation and equipment, such as aerodromes, landing fields, searchlights, &c, a night air service could be operated with good regularity. Finally, the last stage of the New York-San Francisco route was flown regularly by Government equipment, and when that also had proved its worth, the American Government called for tenders and let out contracts to private companies, not only for the " feeder lines," but also for the main trans-continental route. In this country we have done practically nothing in the way of extended experimentation with night flying. There have been spasmodic attempts, certainly, but we have never operated night services month in and month out. Yet night flying is bound to play an extremely important part in the operation of regular long-distance Empire air services. In something like five or six years, the United States have built up a network of air lines totalling more than 18,000 miles of route. In a greater number of years we have not got beyond the London-Paris and Cairo-Basra sections of our line to Australia. It is hoped to make a beginning next year with the International Air Congress LORD THOMSON, ex-Minister for Air, will represent Great Britain at the International Air Congress to be held at Washington, December 12, 14. R. A .F. Sqadrons for India Two bombing R.A.F. Squadrons, No. 11 (Netheravon) and No. 39 (Bircham Newton) are to leave for India at the end of December in the transport Nevasa. They will be additional units for India. ; Filling the Breach BRIG.-GEN. P. R. C. GROVES recently flew to Oxford from Stag Lane Aerodrome to keep a lecture appointment punctually after a taxi smash and a lost train had threatened to cause a delay. In spite of a two miles' walk into Oxford after landing, he was in time. He emphasised the need of an aerodrome at Oxford. Rotterdam Air Meeting—1929 — ~ \- . \r:x.-\ THE Rotterdam Aero Club has decided to hold a second international civil air meeting late in June, 1929, subject London-Cairo "link," but the Karachi-Australia section still appears to be as far away as ever. Doubtless during next year Holland will begin her Amsterdam-Batavia services, and it seems likely that Australia will have to make use of them until such time as we manage. to bestir ourselves. If Australians once begin to send their letters to England with a Dutch service as far as Karachi, for instance, they might as well let them go the whole way by Dutch machines. In that case our London-Karachi air service would lose a great deal of its potential value. Any way one looks at the matter, it cannot be claimed that British Empire aviation is being tackled as seriously as it should be, and if the American example which we give this week should help towards a fuller realisation of this fact, we shall owe the United States something for the lead which she has given the British Empire. The subject of the cheap single-seater, *• The which was revived by FLIGHT some Motor Cycle months ago, continues to exercise its Air"* appeal, and we receive letters daily relating to it and asking when such a machine is to be put on the market. Enquiries of this nature reach us from all quarters, and as far afield as Australia, whence one firm writes to tell us that they are willing to purchase either the manufacturing rights or to pay a substantial sum for the drawings of such a machine. Before the " Motor Cycle of the Air" can materialise, however, it is necessary to make sure that the right engine is available for it, and it is little use putting the machine into production unless the engine that is to be fitted is ready at the same time. The A.B.C. " Scorpion " appears to fit the bill, and could, we believe, be put into production at any moment. The same applies to the Bristol " Cherub," the manufacture of which has ceased for the time being, but which could, and doubtless would, be produced again should the demand arise. What seems to be necessary is that those prepared to produce the machine should at once get into touch with those willing to produce the engine in order that the necessary co-operation might be attained. That there would be a considerable market for a cheap single-seater we have not the slightest doubt. But it must be a good machine and fitted with a good engine. to mutual arrangements with the Dutch authorities and the Federation AeVonautique. Ex-Air Minister's African Survey WITHIN the next fortnight Capt. F. E. Guest, M.P., will probably leave England in his Junker's monoplane for his air survey of the first half of the Cape to Cairo air route. French Aviation A WIDE development of French civil aviation is projected. M. Laurent Eynac, the Air Minister, proposes to substitute a policy of long contracts for the present spasmodic methods and to appeal to the French public for the organisation of new air lines and ports. Canadian Air Programme NEXT year the Canadian Government will spend £80,000 to secure 70 aircraft for the Royal Canadian Air Force and pro- mote civil aviation. A large part will be spent on the light 1 aeroplane class and there will also be transport and photo- graphic machines. Orders will be placed with Canadian and British, manufacturers as far as possible. 14. •!
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