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Aviation History
1936
1936 - 0206.PDF
92 FLIGHT. JANUARY 23, 1936. (OMMERCIAL /\v/AT/ON AIRLINES AIRPORTS CONTINENTAL : These are the most recent French efforts at building thirty-passenger transports. Their similarity may be accounted for by the fact that they were both designed to meet the requirements of Air France. The top one is the Bloch 300 or " Pacifique " and the other the Dewoitine D-620. Both have three Gnome-Rhone Mistral Majors, moderately supercharged to give 880 h.p. at 6,500 feet. Maximum speeds are estimated to be in the neighbourhood of 220 m.p.h. THE WEEK AT CROYDON Gelling Above It : An Interesting Anomaly : Mail Transport : Many Methods : Travelling Comfort WEEK after week it seems that I have to record the worst week's weather we have ever experienced. Last week again broke most records. "Front" after "front" swept over us, each as unpleasant in its way as any front in Ethiopia. There were gales, snow and sleet, fog, and, of course, ice formation. One Swissair pilot, tiring of this state of affairs, went up to 18,oooft. to avoid all the unpleasantness below. He got above it all, into perfect weather, and when he reported the height at which he was flying an amazed Control Tower asked for the message to be repeated. The sort of weather we have had caused the D.L.H. Lon don-Amsterdam-Berlin machine to set off on Saturday last ior an unknown destination. Amsterdam and Rotterdam were very bad, and the pilot, before leaving, stated that he would make for Cologne or Frankfurt if it proved im possible to reach Holland. On Sunday the K.L.M. outward service to Holland could not make Amsterdam, and landed at the emergency air port of Twente, in Holland, and the inward service to England wTas operated from the same place. It simply shows how necessary are adequately equipped emergency airports in every country if services are to be maintained in difficult conditions. Much interest has been aroused by the case of alleged smoking in an Imperial Airways machine homeward bound from Paris, when, it is said, a passenger refused to obey the steward's hint, and smoked on four separate occasions, even though interviewed by the captain him self. It is said that there is to be a prosecution—some people think by the Air Ministry under the provisions of the Air Navigation Act—but others, more logically, it would seem, think that it is the part of the operating com pany to prosecute. If nothing is done, then goodbye to all control in this matter. It would be useful if the position of the captain or com mander of an air liner having wheels—in other words, a iandplane—could be clearly defined and definitely estab lished. It appears that if a pilot is in command of a fly ing-boat or seaplane, he is in charge of a marine craft, and has the same powers as any other ship's captain. He can, presumably, put a passenger in irons, and, for all I know, " yard-arm " or " keel-haul " him, to say nothing of caus ing him to wing-walk, the modern equivalent of walking the plank. The same pilot in charge of even the biggest air liner that ever landed on wheels has, apparently, no powers whatsoever, and it may be that if he landed en route to put off a refractory passenger he could be sued
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