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Aviation History
1932
1932 - 0377.PDF
FLIGHT, APRIL 22, 1932 The trams run right out from Manchester itself through Eccles to the aerodrome at Barton, thus providing easy communication with the busy centres. east-west, 750 yds.; south-east—north-west, 500 yds. One large hangar has been constructed of brick and steel, and, its dimensions are 200 ft. deep by 100 ft. wide and 30 ft. high. When the doors are opened there is a clear ance of 30 ft. by 100 ft. A workshop has been constructed as an annexe to the hangar, 200 ft. by 30 ft. by 10 ft. clear. Northern Air Lines (Manchester), Ltd., have a staff of qualified mechanics for aircraft repair work of all descriptions. Manchester has been approved as a Customs aerodrome, and when Customs facilities are required prior notice should (if possible) be given to the aerodrome manager. That the aerodrome has already justified its establish ment from the flying point of view is evident from the number of aircraft arrivals and departures during the last two years. It was opened on January 1, 1930, and during that year there were 1,025 landings and 1,031 departures and these figures do not take into account the numerous joy-riding flights. Incidentally they do include 78 land ings and 78 departures made by Imperial Airways' machines when operating the temporary service between London, Birmingham, Manchester, Liverpool, and as a connecting line with the Continental services. In 1931, when this service was not repeated, the landings were 1 131 and departures 1,123. The Corporation have erected a fully licensed hotel, adjacent to the aerodrome, which possesses ten bedrooms (each supplied with hot and cold water), dining room, lounge, etc.; and thus first-class accommodation is assured for visiting pilots and passengers. Complete fire equipment, including a 45 h.p. motor fire engine, is installed, and there is also " first-aid " equip ment. Manchester's aerodrome manager, Northern Air Lines (M/c), Ltd., and the Aeronautical Inspection Directorate for the north-west area of England have their offices at the aerodrome, and the second named have an agreement with the Corporation whereby they operate flying services as required. They maintain a fleet of aircraft and experi enced pilots, always ready to fly passengers or goods to any part of the British Isles or the Continent. They also undertake aerial photography. Landing and housing fees payable at Manchester's aerodrome are similar to those in force at Croydon. There are two scales of payment, one for commercial aircraft, and another (and more moderate) for private aircraft. Concerning future developments at Manchester, after lengthy negotiations with the Air Ministry on the ques tion of providing wireless and meteorological facilities, a tentative arrangement has been agreed upon and has been recommended to the City Council for acceptance. If this is forthcoming it is expected that the facilities will be in operation during the summer, and will include the erection <jf a control tower. Thus will Manchester become a leading air centre for the north-west. LIVERPOOL DEPRESSING influences, of the kind which until recently have ruled the thoughts and actions of those in authority in almost all businesses, have also affected the development programme which was outlined for Liver pool's municipal airport at Speke. When the City Council decided that they ought to have a landing ground for landplanes as well as their already existent Customs Seaplane Landing Area in the Mersey, they called in Sir Alan Cobham, who, with his charac teristic thoroughness, undertook a survey of the neighbour hood, and eventually chose Speke as the most suitable. The report included a development scheme complete down tj the last building, and its completion would have placed Liverpool in the forefront of these progressive municipali ties which realise that aircraft will tefore many years play an important part in the welfare of their cities. However, depres sion ruled the day and that scheme has been held in abey ance for the present. Those who are interested in such mat ters should pay a visit to the R.I.B.A., 9, Conduit Street, W.l, where an exhibition is now being held of aerodrome plans and photographs, and there they will see the Liverpool plans as originally conceived, hangars, offices, hotel, workshops, etc., all laid out to the best advan tage. The area of the land reserved is large indeed, and comprises some 250 acres, owing to the hold up, however, only 159 of these acres are actually being held for aviation, the remaining Placed as it is on the banks of the Mersey, Speke Aerodrome may possibly be a potential terminal for Transatlantic flying-boat services. 353 91 being looked upon as possible extension. Moreover, only 75 of the 159 have been surfaced and prepared for landing upon, and it is this area which has been licensed as a landing ground. Buildings and other facilities are not being provided until it is seen that the volume of air traffic warrants the expense, and in the meantime the Liverpool and District Aero Club have an arrangement with the City Council whereby they may use Speke for instructional flying pur poses, should there be any pupils on that side of the Mersey desiring it. During 1930 Imperial Airways, in conjunction with the cities and towns concerned, ran a service from Liverpool to Croydon via Manchester and Castle Bromwich (for Birmingham), and, in spite of very difficult weather con ditions, reasonable regularity was maintained. The pat ronage received did not, however, warrant its continuance, though it is hoped that it may be started again at a future date. The aerodrome adjoins the river, and its extension down to the waters-edge will be a simple matter. This will enable sea plane hangars to be erected, and it is not difficult to visualise Liverpool in the future as one of the chief stopping places for Transatlantic Seaplane services, where the passengers will be transhipped to smaller land air craft for expedition to London and other centres. From the manufacturers' point of view, the environs of the aerodrome are excellent. A road from the City runs quite close, and it is but a few minutes drive to the centre, while the river leads to the waterways of the whole country. As Liverpool
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