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Aviation History
1934
1934 - 0993.PDF
SEPTEMBER 27, 1934. FLIGHT. 995 r~ SPEED The Douglas D.2 has a top speed of over 200 m.p.h., and cruises at about 193 m.p.h., while carrying 14 passengers. high, but as most Dutchmen are tall, the seats are prob- ably right for the majority of passengers. Several "stowaways" appeared, but their weight did not seem to have any effect on the take-off, which was accomplished, as near as my very rough timing permitted me to judge, in about 18 seconds. Our pilots inspired confidence: Sillevis, who that very day completed 12^ years with the KLM, and Meinecke, Fokker's test pilot. Surely we could not have been in better hands. Our wheels left the ground at 11.45 (I am referring to British Summer Time, as it did not seem worth while to alter my watch), and soon we were heading East, in the direc- tion of Twente. It was a lovely morning with bright sunshine, but a slight haze was over everything, although visibility was quite good. Ten minutes after the start we were crossing a corner of the Zuider Zee, and the play of light and shadows on the water made a pretty sight. Ventilation in the cabin of the F.36 is good. The air is fresh and there is little or no draught. The large win- dows admit a certain amount of noise, but the machine is very quiet considering that it is driven by four Wright "Cyclone" engines of some 700 h.p. each. The cabin walls are lagged with a sound-absorbing material, which seems very effective. On crossing the coast line once more and entering Gelderland, sand dunes are seen below, and the air becomes rather "bumpy." The machine is, however, remarkably steady, and careful watching of the ailerons shows that the pilot does not attempt to correct slight rolls, but leaves it to the machine to level itself. The result is smooth riding except for the bumps. Some of the passengers are beginning to take on that look of studied unconcern which is usually an indication that the paper bags may be wanted, but the steward comes along with drinks, and these help for a while. After crossing the Ijssel River near Deventer the bumps get worse for a while, but then seem to abate. Twente is reached shortly after 12.20, and at 12.28 a perfect landing is made on Twente aerodrome, the go miles having taken 43 minutes. This corresponds to 125 m.p.h. We have been flying well throttled down for comfort. • _. , Twente Twente is a municipal aerodrome near the German border, and is an example of co-operation which might with advantage be adopted in this country. It is situ- ated in the centre of the Dutch textile industry, but as no single town would really be justified in maintaining its own aerodrome, three towns have joined forces : Oldenzaal, Enschede, and Hengeloo. A limited company has been "formed, the shareholders being the three municipalities, and now the aerodrome flourishes and the textile industry is in rapid communication with the rest of the world. ' After an excellent lunch in the hangar at Twente we are of! again, our destination being the Eindhoven aero- drome. Coffee is served en route, and this time I occupy an outer seat, the rearmost on the starboard side, facing forward. From this the view is excellent, and I am able to follow closely our course over the very attractive Dutch landscape. As we cross the Rhine (or as the Dutch spell it, Rijn) a short distance east of Nijmegen, we obtain a fine view of this mighty river. Eindhoven is reached in three-quarters of an hour, and as at Twente crowds of people have come to see the two famous aeroplanes. Eindhoven is, as many of our readers will know, the home of the Phillips company, and also of a large tobacco in- dustry, and the good people of Eindhoven are certainly • air-minded. "Boon" Sillevis is decorated with a laurel wreath as a token of admiration for his good work. In the Douglas At Eindhoven the Douglas is refuelled, and I take the opportunity of a chat with the pilots, Parmentier and Moll, who will fly the machine in the England-Australia race. Mr. Moll tells me that they expect to be in England about a week before the start of the race. When all is ready I take my seat in the Douglas. I have been given the very front seat on the starboard side. Opposite me is Mr. Fokker. Each of us is sitting but very few feet from a "Cyclone" engine, yet conversation is easily pos- sible. Not only so, but we can hear what people sitting four or five seats farther aft are saying. The Douglas cabin is certainly a marvel of quietness. One notices a slight yawing from side to side, which is not, however, sufficient to be felt but is only discovered if one happens to be watching a wing tip against the horizon. We are certainly travelling fast. Exactly how fast one has no means of knowing, as there is no A.S.I, in the cabin. Flying at 700 m. (2,300 ft.) we are in calm air and there is no signs of bumps. The weather is beginning to change, and ahead are dark rainclouds. Mr. Fokker calls my attention to the fact that the wheels are coming down, and a few minutes later we touch very gently on the smooth surface of the Flushing aerodrome, which is situ- ated quite close to the familiar quay. Along one side of the aerodrome a slope forms a natural grandstand, which is crowded with people. At Flushing I go on board the F.36 once more, and soon we are heading for Haamstede, on the island of Schouwen, crossing the estuary of the East Schelde en route. The distance is short, and in a few minutes we are down once more. Haamstede is a KLM aerodrome, and a new restaurant building has recently been erected there. It is extremely cosy and comfortable, and over sandwiches and liquid refreshments served there one has an opportunity to discuss Haamstede, which apparently is the terminus of one of the shortest air routes in the world: Haamstede-Waalhaven. The route, one is in- formed, is used extensively by the peasants, who find that they can get to Rotterdam in a few minutes, whereas pre- viously it was half-a-day's journey by boat and tram. The aerodrome is situated among sand dunes, and must be a charming spot during the summer months.
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