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Aviation History
1929
1929 - 0223.PDF
JANUARY 3!, 1929 Ontario and Quebec, either as landplanes or seaplanes, anda programme of flights of that nature is constantly being carried out. Gipsy-Moth Popular In October the first Gipsy-Moth arrived in Canada and thecompany soon found it difficult, owing to the enormous popularity of the new model throughout the world, to copewith the demand which ensued. In November the first of the metal-fuselage Moths—a typespecially designed for Canadian conditions as a result of observations and experiments carried out on the spot—arrived from England. It was immediately demonstrated before the officials of the Dominion and Provincial Govern-ments, with the pleasing result that it has been adopted as standard by the Royal Canadian Air Force TrainingBranch, Civil Government Air Operations Branch, Civil Aviation Branch, and by the Ontario Provincial Governmentand many other important users of aircraft. In November the company's factory at the present leased aerodrome wasdoubled in size to cater for the 1929 spring production, and a new aerodrome was purchased where a permanent factorywill be erected in the spring. As time passed more and more work on the production ofmachines has been done in Canada, and it is expected that as soon as the new factory is available the Moth will beentirely produced in Canada. During 1928 the company delivered no less than 62 Moths, which are now spread fromSt. John, N.B., in the east to Victoria, B.C., in the west, with fairly even distribution across the country. At theoutset of 1929 the company finds itself in the enviable position of having orders in hand for a number of Mothsexceeding the whole production for 1928. These include 34 Moths, landplanes and seaplanes, for the re-equipment ofthe Royal Canadian Air Force Training establishments ; five for the Civil Operations Branch, which already uses alarge fleet for forest fire protection ; nine for the Controller of Civil Aviation for further equipment of flying clubs; aquantity for the Ontario Provincial Government Air Service, which operates a large fleet for patrolling the forests of theprovince ; and many for private owners, who will take delivery at the opening of the flying season in the spring. Handley Page Slots StandardisedIt is interesting to note that the Royal Canadian Air Force and the Ontario Government Air Service, as well aspractically every private owner, has standardised on the Handley Page automatic safety slot gear. So successful hasthe Gipsy-Moth been that the Ontario Government has- decided to re-equip all its existing Moth fleet with the85-100 h.p. Gipsy engine. This decision was taken as a result of a test made at the de Havilland aerodrome atToronto, when a Gipsy-Moth was flown and maintained by the personnel of the Service for 152 hours on the particularlyhard work of a flying school. The test covered approximately five weeks of intensive flying, and on completion the enginewas stripped down and found to be in perfect condition. Experiments conducted by the company have resulted inthe production of a very efficient and low-priced ski under- carriage, which is a necessity for winter operations in Canada.The personnel of the company is now engaged on the problem of providing warmth and comfort for pilot and passengerduring extremely cold weather, and a practical device has been evolved. The personnel of the de Havilland Aircraft of Canada,Ltd., has expanded since its inception from three to nearly thirty, and although the nucleus came from the Englishfactory, the majority are Canadians who have been trained in the company's work. CLUB FLYING IN NEW ZEALAND THE first flying club in New Zealand was started at Auckland, early last year, and it is styled the Auckland Aero Club. Three D.H " Moths " and one other machine (from private sources) are being used, and the membership is 373 and 61 pupils. A most informative booklet has been published by the Club, which also sets forth a brief history of aviation in New Zealand. Little had been done in the country, in spite of valiant efforts of one or two pioneers such as the Walsh Brothers, who built machines, taught themselves to fly, and subsequently ran a New Zealand Flying School. At the end of the war there were two civilian aviation schools, the Canterbury N.Z. Aviation Co., at Sockburn, using Caudron biplanes, and the N.Z. Flying School at Kohimarama, run by the Walsh Brothers, using Boeing seaplanes and Curtiss flying-boats. The two schools had, with the endorsement of the Defence Department and thefinancial support of a few patriotic citizens, undertaken the preliminary training of pilots during the war. One exampleof the good work accomplished was the 170 qualified pilots which had passed through the Canterbury School at the timeof the Armistice. Early in 1928 the Government decided to subsidise two orthree approved aero clubs, with a view to encouraging air- mindedness in New Zealand. Auckland Aero Club wasformed on April 24, and had a membership of over 300 by the following September, with a long waiting list of pupils.Entrance fees and subscription fees are one guinea and three guineas respectively for pilot members, and ten guineasand three guineas respectively for pupil members. If a pupil obtains the " A " licence without damaging the Club's These are views of the rescue of Col. the Master of Sempill's Blackburn " Bluebird " light seaplane fromthe grip of the ice, f in. thick, which covered the Welsh Harp at Hendon in December last. Wheels were attached after the beaching, and the machine was run up the Edgware Road to Hendon. Col. the Master ofSempill is a devotee of the light seaplane, and he always extols its use, particularly for Great Britain. 85
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