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Aviation History
1933
1933 - 1055.PDF
FLIGHT, NOVEMBER 23, 1933 Croydon at last, and the taking of a cinematograph picture from the cabin window showing the wheels touch ing English soil. The landing was made exactly on time at 11.15 a.m., on July 24. The schedule from Calcutta had been faithfully kept, and we were in England 14 days out from Darwin. CONCLUSIONS The final diary note reads:—"Well here we are in London town—the greatest, the most stable, and the most sincere city in the world. Why was it that the British £1 note was accepted without question by all nationalities right through the journey? Not one other currency in the world would have been so accepted. A scrap of paper! but it represented the promise of England—that promise has always been honoured and the world knows it.'" A week in London has only served to strengthen this opinion. There is an air of quiet prosperity and sincerity which is productive of confidence, and makes an Austra lian proud to feel that the far Antipodes is a loyal part of the Empire. In finally considering the trip flown between Australia and England several points instinctively force themselves to the front. Firstly, one is struck with the fine Empire building work being carried out by Imperial Airways in the face of great difficulties of an international nature. The difficulty of scheduled organised operations over a succession of countries—France, Italy, Greece, Egypt, Palestine, Iraq, Arabia, and India—has to be seen from the inside to be realised, and the fact that Imperial Air ways have accomplished as much as they have has only been the result of constant persistence. Imperial Airways carry the modern flag of Britain into the remote lands, linking the Empire with new bonds. That their, work is being well and truly done, with a constant eye to the future, was evident. The rapid conveyance of mails by air undoubtedly takes first place in the service rendered by these Empire ser vices, but the conveyance of passengers is surely also a very important service. Some years ago, Imperial Airways boldly emrfarked on their policy of adequate passenger carriage by air and were greatly criticised in some quarters for the large outlay thus entailed. The facilities for com fortable well-serviced passenger traffic had to be offered first if any progress was to be made. To-day we see the complete vindication of this policy in the huge passenger SEADROMES THE Public Works Administrator of America, Mr. Ickes, is considering the possibility of making a State grant towards the building of floating Armstrong seadromes. These will consist of a top-landing deck of about 1,000 ft. by 300 ft. raised 100 ft. above the sea. The whole struc ture would be supported by buoyancy tanks floating beneath the surface, and would be anchored to the sea bottom. It is estimated that the population of one of these islands would be round about 125 persons, and there would be an hotel capable of accommodating some 300 souls. One of such seadromes would cost somewhere in the nature of 30 million dollars (£6,000,000). We have heard quite a lot about these seadromes from America, but so far nothing definitely constructive has been done. In the meantime, Germany has placed the Westjalen in mid-ocean, which, although quite a different proposition, appears to be more tangible ; anyhow, it is some definite accomplishment. AIR TRANSPORT IN EAST AFRICA DURING the period June 1, 1932, to May 31, 1933, Wilson Airways, Ltd., have flown over 2,300 hours. While this shows a considerable increase over the previous twelve months, perhaps the most interesting point to note is that, whereas in the previous year 85 per cent, of the hours flown were in the nature of pleasure flights, that is, carrying safari parties, tourists, residents on holiday, etc., and 15 per cent, in the nature of business flights ; during the latter period 48 per cent, of the hours flown were in the nature of pleasure flights and 52 per cent, in the nature of business flights. This makes it clear that the business community is becoming more and more awake to the value of air travel as a speedy and economical method of trans portation. During the past twelve months both the equip ment and the personnel have been considerably increased. Starting the year with two "Puss Moths," one "Gipsy Moth," two pilots and two ground engineers, the end of the year sees the company operating with four " Puss Moths " and two " Gipsy Moths," four pilots and four 1 traffic which has been built up. A 91 per cent, increase in the last 12 months-on the London-Paris service alone, 15,000 passengers having crossed the Channel by Imperial Airways since April 1 last. On many services it is quite impossible to obtain seats unless bookings are made weeks before. A large staff is necessary to handle this big traffic, and the administration and operation of services which stretch from London to Cape Town and Calcutta. What real service is accomplished by the carriage of passengers to and from far-away places of the Empire? One might well compare air mail planes without passen gers with P. 6c O. liners carrying mails only. In general the same laws apply to all forms of transportation. A further striking impression of the journey from Aus tralia to England produced by the rapid passage from country to country, and the fact of actual arrival in London 14 days out from Darwin, was the lonely isolation of Australia when most other countries of the same size in population are now linked with at least one of the world's great centres by aerial transportation. Australia is surely very isolated, and the fact that here in London one will have to wait a month to get a letter out to Aus tralia and another month to receive a reply means isolation indeed. All this will be removed on the inauguration of the Australian air service link. The final thought is one of the necessity for co-operation. Empire co-operation, and lastly in the future world co operation. This again is brought home by the rapid passage from country to country and the natural difficulties experienced in' doing this. It also makes its insistent appeal in a different way in specific regard to England and Australia by the realisation that the new air line is going to bring the two countries much closer together, and when any working units come close together, co-opera tion is the essential for smooth running. This in particular applies to the actual operation of the new air line from London to Brisbane or Sydney. That Imperial Airways by the very fact of its position in London, its technical knowledge, and its financial stability, can assist tremen dously in the operation of this important Empire line is beyond question. In fact, its connection with the service amounts to a guarantee of good service and that progress in the future which will only be obtained by solidarity of finance and the closest connection with the manufacturers and technicians of Europe. ground engineers. Granted the return to normal prosperity by East Africa, it is certain that this fleet would be con siderably increased both in size and numbers of aircraft. In September, 1933, Wilson Airways added to their fleet a machine which will set a new standard of luxury and comfort in East African air travel. It is the latest model de Havilland " Dragon," capable of carrying ten passen gers ; but in order to give increased comfort, Wilson Air ways have had it rigged for six passengers only, thus enabling the most comfortable type of chairs to be fitted, leaving ample room for baggage and mails. The " Dragon " will normally be employed on the coastal ser vice, where the need of a larger machine has been apparent for some time. Messrs. Wilson Airways are also importing another " Puss Moth." Dar-es-Salaam Branch.—This branch was opened on June 15, 1933, and the fleet consists of two 2-passenger cabin machines, one instructional machine, two pilots and the necessary ground staff. While one of the cabin machines is to be available for Government work at 24 hours' notice, there will always be the other machine available for commercial flying. The value of this to resi dents of Tanganyika in these days, when flying is con sidered as a normal and economical method of travelling, cannot be exaggerated. Smith, Mackenzie & Co. act as Wilson Airways, Ltd.'s agents in Dar-es-Salaam and Zanzibar. A CASABLANCA-ORAN AIR LINE ? IN addition to the air line which the Society des Transports Aeriens Franfais is contemplating between Casa blanca and Oran, M. Andre Garric has his plans completed for such a line, to be operated without any subsidy from the State. M. Garric states that he proposes to use a de Havil land " Dragon," and that he is only waiting to get the sanction from the Air Ministry to begin operations. It would appear that M. Garric is a sort of French Mr. Hillman, and as such we wish him well in his undertaking, not forgetting that he is showing good judgment in choosing a British machine.
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