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Aviation History
1936
1936 - 2259.PDF
194 FLIGHT. AUGUST 20, 1936. ing spirit. They have many times proved that they are very fine sportsmen, in proof whereof we may reler to the production of the Bamel, the Sea Lion, and other sporting aircraft of the past. But design and production have now become very costly matters, and not a few firms have to consider the interests of shareholders. A large prize, or a promise by the Air Ministry to buy a winning machine at an agreed fair price, would make a great deal of difference. The Air Ministry cannot be indifferent to the production of a new type of aeroplane with novel qualities of speed and range, and so it does not seem unreasonable to expect active help from that quarter. We might also put it that His Majesty's Secre tary of State for Air cannot be indifferent to the fortunes of a cup presented annually by His Majesty the King. To the useful and practical suggestions made by Major Stewart, the following suggestion might be added. Why should not the race for the King's Cup take the form of a non-handicap race from some aerodrome in England to Malta without intermediate landing, followed by a non-stop return? That would put our designers on their mettle to produce machines with both range and speed. The Empire flavour given by the landing in a Colony would make the contest intensely popular. It would be followed with interest all over the Empire, and it would also be a very good advertisement for British machines on the Continent. Quite possibly large numbers of people would collect to see the finish—though that, as has been urged above, should be a minor considera tion. It would be a very fine test of piloting and naviga tion, and the risks, with modern engines, would not be too great For such a race, adequate warning would have to be given, so that there would be time to design special machines. It is not to be hoped for in 1937, but it might be arranged for 1938 or 1939. R escue Craft THE loss of the flying boat Cloud of Iona a few weeks ago, and the finding of the wreckage recently, has drawn attention to the question of rescue craft. The conditions were such at the time that probably no type of craft would have had any chance of finding the ill-fated flying boat quickly, but air services are expanding rapidly, and the time will come when it will be necessary to have some form of rescue craft standing by, ready to rush to the aid of any air craft which may be forced down. At Cairo, it may be remembered, there was, through a misunderstanding considerable delay in sending out craft to look for the overdue City of Khartoum, and thus that accident is not comparable with the more recent one at home, nor is any useful lesson to be learnt from these wrecks. But it will not be many years before the problem of rescue craft will have to be solved, and it would be better to start work now. What type of craft is likely to be most suitable is open to discussion. In the Channel there is a fast rescue boat standing by, ready to aid an ' craft in distress, be it vessel or aircraft. The use of a surface vessel is logical when the position of the craft in distress is known, but for searching when the exact position is unknown, an amphibian aircraft would probably be the better type. In America, such "lifeboats of the air" have been used with success. Experiments might be conducted as a preliminary to making an actual choice, and the question who should pay for such a rescue service would need very careful consideration. Few operating companies could afford the expense, and it would probably be necessary to make the-new service a national one. THE COASTWISE PATROL : The three Auxiliary Air Force Squadrons of the London area have been enjoying a strenuous holiday at the seaside, No. 600 F.S. at Hawkinge, No. 601 at Lympne, and No. 604 at Tangmere. Here five Hawker Demo of 604 (County of Middlesex) (Fighter) Squadron are seen flying past Worthing. (Flight photograph )
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