FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1932
1932 - 0260.PDF
FLIGHT, MARCH 18, 1932 parties lost in the desert, the conveyance of medical assistance to remote stations, or the transport of serious cases from such stations to a centre where they can receive skilled medical treatment. It was the custom to say, in the days when the world was larger than it is now, that wherever one went one was sure to find that a Scot had got there first. _Today, when the world has so far contracted that men of all nation- alities'can get themselves into trouble in its most remote corners, it can be said with equal truth that wherever in the world one may get into difficulties, the Royal Air Force can safely be relied upon to turn up in time to extricate one from the worst consequences of one's misfortunes. Whether it is the discovery of a touring car of the Egyptian State Tele graphs lost in the sand wastes of the Libyan desert ; the giving of a helping hand to a District Commissioner in the collection of taxes from semi-nomadic tribes whose sense of public service has not yet risen to the heights attained by British income taxpayers ; the conveyance of an appendicitis case across 500 miles of desert from the Darfur district to Khartoum ; the carrying of water and supplies to an African Trade Expedition stranded north of Wadi Haifa with only one small bottle of water left between them ; the conveyance of supplies and mails to and moral support of a Political Agent on tour in the North-West Provinces of India ; the location and provisioning of an Italian aircraft forced-landed on the Somali Coast, the escort and evacuation of sick members of a column operating in the hinterland of Aden, or the con veyance by flying boat from Ras-al- Khaimah to Bahrein of the Sultan's brother for treatment for eye trouble—at all times and in all places the deus ex machina is a unit of the Royal Air Force. It would be easy to multiply instances from a mass of cases out of which 1 have of necessity referred very briefly only to a very few. The examples I have given will serve, I trust, to bring home to hon. members what I mean When I speak of the ubiquity of the Air Force, and will help to give them a better idea of its constant activity and astonishing mobility. The demands of this kind are indeed so frequent that they are treated as a matter of routine. They hardly feature in the reports ; but they are helping to maintain the prestige of the British flag and the good name of Great Britain in all parts of the world, and they are carrying peace and order and civilization to many backward peoples. They are the direct and indirect means of saving many lives, both European and native, and what is no mean con sideration in these days, they save also the expenditure or the loss of large sums of money. I confess that I find this aspect of the work of the Royal Air Force peculiarly fascinating ; but I must have thought for the feelings of hon. members and pass on to certain other matters to which the House will expect me to refer before I resume my seat. During the past year there have been no exploits of the kind which give public prominence to the work of the Air Force overseas, but I would like to mention the operations which were very skilfully and successfully carried out by the air forces in 'Iraq in conjunction with the 'Iraq Army, which ended in the surrender of Sheikh Mahmud and in the elimination thereby of a constant source of unrest and disturbance in Kurdistan. I might also mention the conveyance of troops to Cyprus at very- short notice which was interesting as the first occasion of the transport of troops by air across a considerable width of sea, but which, apart from the significance of that feature, was a comparatively small affair. This year one must look at home to find the exploit for which the year will be remembered. The facts and figures concerning the winning of the Schneider Trophy and the setting up of a newr high-speed record for the world are set out in my noble friend's memorandum. I need not further refer to them ; but it is my wish, and I think also my duty, to pay tribute in this place and on this occasion to the supreme skill and thoroughness of the designers and con structors of the engines and machines with which our victories were won, to the technical staffs of the Air Ministry and the National Physical Laboratory who collaborated with them, to the high courage and astonishing mental and physical efficiency of all members of the High-Speed Flight, from whom the winning pilots were chosen, and to the splendid public spirit and generous patriotism of Lady Houston, without whose munificent gift there would have been no British entry. There can be no doubt that such notable proof of the outstanding excellence of British design, British material and British workmanship has been of real assistance and value to the British aircraft industry, and in maintaining the high reputation of British workmanship in general. The experience gained in the making of the winning machines and engines has also been of real value in the designing of new equipment for the Air Force. The result is that, though reckoned by size alone, the Royal Air Force still takes only fifth place in the air forces of the world, we have at least the satisfaction of knowing that no other air force is better equipped and in no other air force is the standard of training and efficiency so high. But it is my plain duty to enter a warning that to maintain this standard we shall inevitably require in 1933 and future years substantially more money than the House is being asked to vote in these Estimates. By the end of 1932 the equipment of the regular Squadrons with machines of comparatively recent design will be practically complete. We should have carried the process of rearmament a good deal further but for the financial crisis, which has necessitated the heavy cut I have already mentioned in the Vote for technical equipment. When this year's programme is complete, thirty-three squadrons will be equipped with types introduced into service in 1930 or later. Practically all the remaining Squadrons in First Line will be equipped with machines introduced into service not earlier than 1926. The turning over of fighting aircraft from wooden construction to metal is now virtually complete. Apart from other advantages, a substantial lengthening of the life of aeroplanes between overhauls is expected to result from the change. With the exception of single-seater fighters, where manceuvreability is of first importance, flying boats and certain obsolescent or experimental aircraft, all aeroplanes in service are now fitted or being fitted with slots. The taxpayer is given some opportunity to judge of the general efficiency of the Air Services on the occasion of the annual Air Exercises which in the year now under review took place in July and completed some 2,000 hours flying without untoward incident. A feature of these exercises was the part taken, for the first time, by Cadre Night Bombing Squadrons (which are composed partly of Special Reserve personnel). Auxiliary Air Force Squadrons also took part again in the day bombing operations. That the standard of flying and general training of the regular Squadrons should have been high is only in keeping with the fine tradition which the youngest of the fighting services has already made its own. No pains are being spared to increase that efficiency still further, particularly in respect of " blind " flying with the aid of special instruments, deck landing, and arma ment training, in all of which directions definite progress is being made. It is, however, peculiarly satisfactory to know that the units containing non-regular personnel, both Cadre and Auxiliary, are able to take part in large scale exercises with regular units, not only without discredit, but with an efficiency which actually exceeded the expectations of those who were responsible for the experiment of introducing this element into the Home Defence Force. There has been a satisfactory increase of strength in the Cadre and Auxiliary Squadrons during the year and the general standard of flying remains high. As regards the University Squadrons, the number of hours of flying has again increased, and for the first time formation flying has been introduced for the more experienced members of these units. Both Squadrons were maintained at full strength throughout the year, and each has a long waiting list. The country may rest assured that it is getting very good value indeed for the money spent upon the units with non-regular personnel. During 1931 a number of officers who joined the Auxiliary Air Force in its early days completed their initial periods of service. Of these, some have relinquished their commissions and returned to civil life ; others, I am glad to say, have found it possible to re-engage for further service ; yet others have transferred to the Reserve of Air Force Officers. I should like to take this opportunity of thanking all officers and airmen who gave their support to the Auxiliary Air Force at the beginning of its career for the part they have played in making it the success which it is today. I may now turn, by a natural transition, to say a few words about civil aviation. I have already referred to the inauguration of the through service to the Cape. That is a step taken to build up on solid foundations the net work of Imperial air routes which will one day link together all parts of the British Empire. Despite substantial reductions of mileage flown in Australia and Canada, as a result of acute financial depression, the total mileage flown in the British Empire during 1931 upon routes in regular opera tion shows an increase of some 9 per cent, upon 1930. Proposals are on foot for bringing into operation, it is hoped in the near future, another 12,000 miles and more of Empire routes, and, when these have been opened, the Empire will possess over 37,000 miles of organised air routes. The total mileage of Empire lines compares very favourably with that of all other countries except the United States of America, which, owing to her geographical size and position, is so well suited for the development of air transport. In fact, with the exception of the United States of America, the British Empire mileage is the largest. We have always pursued in this country a policy of avoiding undue coddling of air transport by State financial assistance and have followed conscientiously the plan of encouraging air transport in such a way that it may be able at the earliest possible moment, to " fly by itself." The result is that, though it is clear that the process will take much longer than was at one time hoped, few- other lines, if any, can show so satisfactory an approach towards a rammer cial basis for their operations as do the air lines of the British Empire. Another eminently British and satisfactory feature of civil aviation in the Empire is the continued growth of amateur flying through the medium of light aeroplane clubs. There is a substantial increase in the number of flying licences and certificates of registration current during the past year. JNTO doubt, a revival of general industrial prosperity would result in a marked improvement in this direction. There has also been an increase in the number of aerodrome licences issued during the year, due principally to the big development in the activities of " joy riding " companies. As an example of growing air-mindedness, this is all to the good ; but it is very desirable that greater progress should be made in the provision of, or at any rate the reservation of, sites for municipal aerodromes. The day cannot be far distant when every city of any importance will have its permanent aerodrome ; and delay in securing convenient sites can only result in increasing unduly the cost of providing them. At the present moment there are no more than 57 licensed permanent aerodromes, landing grounds and seaplane stations in Great Britain. It may be that, in view of the existing financial stringency, it is too much to expect municipalities to embark upon the comparatively heavy expenditure involved in the establishment of a permanent aerodrome, but I do urge that the autho rities concerned should decide without delay upon the location of their aerodromes and secure sites from being built over. I hope that other municipalities will be quick to emulate the foresight and enterprise of those which have already taken in hand work of this kind. Outside Great Britain, a large number, some 16 in all, of private long distance flights have been carried out during the year with a very satisfactory freedom from serious accident. Outstanding among them, though all were remarkable performances, are Squadron Leader Bert Hinkler's solo crossing of the Southern Atlantic from West to East in a Puss Moth, Miss Salaman's and Mr. A. G. Store's record flight to the Cape in less than five and a half days, Mr. J. A. Mollison's record flight from Australia to England in under 9 days, and Mr. C. A. Butler's record flight from England to Australia. Before passing from the subject of civil aviation, I might perhaps mention that a Convention for the unification of certain rules relating to international carriage by air was signed at Warsaw in October, 1929, on behalf of this country, Australia and South Africa. It was also signed then, or subsequently, on behalf of 20 foreign countries. In July last H.M. Government decided to ratify the Convention, and hon. members will be interested to know that it is hoped to introduce the necessary legislation shortly. Time is getting on and I will therefore reserve what 1 have to say on certain very important issues—more particularly disarmament and airship dev elopment—until a later stage of the debate. Nor can I deal, as I should have wished to do, with technical development and research ; these are subjects which in themselves might easily take up more of the time of the House than I have already occupied. No doubt hon. members will refer, in the course of the debate, to any points in which they are specially interested, in which case I will endeavour to deal with those points later. For the moment I content myself with pointing to the high standard of performance of British machines as proof that the problems of research and technical development are being tackled earnestly, con tinuously, and on the whole successfully. The Air Service is a young service ; young not only in the years of its existence, but in the years also of the great majority of those who serve in it. It is likely that the last feature will always remain to characterise it. It is to be expected, therefore, that so long as the spirit of the Air Service is sound it will be a spirit of enthusiasm. Enthusiasm is a catching thing, and it would be unreasonable to expect that those of more mature years who are connected at all closely with this essentially young Service should altogether escape the spirit of enthusiasm which to-day pervades it, and I trust will always pervade it. I do not remember an Air Estimates speech in this House, the tone of which has not been instinct with enthusiasm for the Air Service in all its branches, and particularly for the Royal Air Force. I do not expect mine to be regarded as an exception. I ask the House to believe that the closer one gets to the British Air Service, the more clearly one realises that it is indeed a proper subject for enthusiasm. I have claimed for the British Air Service that it has the best of machines, the best pilots, the most efficient ground organisation and the best technical skill and workmanship behind it. It is a large claim ; but I believe it to be justified. The Debate MR. MORGAN JONES (Caerphilly, Lab.) said that aerial warfare must become more destructive and more ruinous, and its weapons were those of offence rather than of defence. Whole nations, and not only belligerent armies, would be involved. An expenditure of £1,000 upon land forces or naval forces would not produce an instrument nearly as deadly as an expendi ture of that sum on aerial development. A reduction in expenditure on military flying was not a comforting thing, as the civil side could be adapted to warlike purposes. He pressed for some form of international control of civil aviation. 244
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
