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Aviation History
1938
1938 - 2337.PDF
AUGUST 18, 1938. FLIGHT. 147 CORRESPONDENCE The Editor does not hold himself responsible jor the views expressed by correspondents. The namos and addresses oj the writers, not necessarily for publication, must in all cases accompany letters. CLUB SUBSIDIES Rhodesia Not Quite So Fortunate MY letter, published in the issue of June 23, has led to some criticism in this country and Southern Rhodesia. According to my correspondents the heading to the letter gives the impression that the subsidies outlined therein apply to both territories, whereas they are only applicable to Northern Rhodesia. I should also like to correct my state ment to the effect that a person renewing an A licence is sub sidised to the extent of ^20. The correct amount is £5. Some impressions on the performance of aircraft in this part of the world may be of interest. Recently 1 was flying in the "Tiger Moth" purchased by the Flying Club of Northern Rhodesia. Accompanying me was the club's ground engineer, and we required* about 500 yards before the machine was air borne. On reaching an altitude of 2,000ft. above the aero drome, it was impossible to get the aircraft to climb higher at an engine speed of 2,160 r.p.m. Finally a spin was attempted and 1,000ft. were lost in the first half-turn. Undoubtedly, the fact that the aerodrome is situated at 4,100ft. above sea-level and the temperature of about 75 degrees in the shade accounted for these phenomena. How ever, a few days before this same machine, piloted by the G.E., gained 5,000ft. in something like eight minutes. Thus we have to suffer! A. D. SHAW. Kitwe, N. Rhodesia. ESPERANTO Its Value to Aviation T READ with interest a recent letter in Flight from Mr. Lewin, J- of Handley Page, referring to the international language, Esperanto- It may interest you to know that in a minor way Esperanto has already been of some service to aviation. At the beginning of 1937 the present writer embarked on a lecture tour of Scandinavia. Illustrated by 45 slides, of which 13 were supplied through the kindness of Imperial Airways' Pub licity Manager, Mr. Snowden Gamble, the lecture showed the development of flying from the early days of the pioneers to the Short Empire Boat, the Ensign and the Short-Mayo Com posite of modern times. In the spring and autumn of last year the lecture was given on 70 different occasions in Sweden and Denmark, either directly in Esperanto to Esperanto clubs or to the general public with an interpreter, and sometimes in English to schools. The tour was organised by the Swedish Esperanto Federation. Everywhere from Lapland to Jutland the audiences showed great interest for the unusual topic and it no doubt did much to make them " Imperial-Airways-conscious." Scandinavians read a lot about American and German superiority and it is well to show them in this simple way that British aviation is not altogether moribund. Without the assistance of the Esperanto movement, such a lecture would have been confined to the much smaller audiences of the Anglo-Swedish clubs in Gothenburg and Stockholm. I can heartily endorse the remarks of Mr. Lewin regarding the desirability and suitability of Esperanto for international communications. Having used Esperanto in eight different countries in conversation and in correspondence with people of a score of nationalities, I can say that the linguistic side of the "Babel" problem has now been solved. There remains only the practical politics of spreading the news. F. H. TURNER, Rochester. Whit. Scholar, G.I.Mech.E. SOME C.A.G. OPINIONS Machine Equipment of the C.A.G. I READ in your journal that you do not consider that pilots •*• trained under the Civil Air Guard scheme will be of any value [we did not put it as strongly as that—ED.] as pilots once placed in Air Force machines. May I say a word in their defence? First, your reason for saying so is, I believe, that all the military equipment which is standard on Service types will be so much double dutch to tliem. So much I admit. But ask any pilot who flew in the Great War how long 75 per cent, of the said equipment will last during combat. One burst of machine-gun fire will put most of it out of commission and so we are back to where flying really started—without instruments. However, all that remains to be proved. Secondly, I live close to London Air Park, where pilots are being trained for the Air Force Reserve. These men are starting on machines which, I believe you will agree, are no more advanced than the club machines which the C.A.G. proposes to use. My point here is that the ultimate value of the Air Guard is that it will provide a good supply of pilots already partly trained while there still remains the possibility that the scheme will be extended and provide Service machines for advanced train ing. It is with great regret that I note that "Indicator" takes such a selfish view of the C.A.G. Each member will be offer ing his services to his country in return for what is really a small reward, and those who have obtained their ticket uader standard rates must give way and realise that flying is not only now for the idle rich. S. KINGSHOTT. Feltham. "Indicator" Taken to Task ALTHOUGH "Indicator" is apologetic when making his cynical remarks regarding the " worthy people " who are about to fly under the auspices of the C.A.G. and of their "ultimate value," I deplore his snobbishness in referring to the fact that people of his class have paid "hard-earned or unearned" money in learning to fly, and that flying is to be learned now for next to nothing. I would like to point out, with all due respect, that the proportion of expenditure on flying training, to earned income of most members of the C.A.G., will be as great, if not greater, than that of amateurs of the " 'Indicator' class." In regard to their ultimate value, while admitting the com parative uselessness of these C.A.G. pilots in case ol war (without additional training), surely the mere fact of making lesser folk air-minded is an achievement worthy of the move ment, and in the interests of progress, would have an advan tageous effect on the population, a great number of whom still think private flying a pastime of the idle rich, and look askance at large subsidies to which they contribute, but get nothing tangible in return. "Indicator" might at least en-' courage us minnows and not snub us. F. MOUNTFIELD. Watford, Herts. N [" Indicator" says: "A merited rebuke. The comparative income remark is worth thinking about. Nevertheless, 1 and hundreds of other amateurs saved money to learn to fly by giving up a number of other pleasant things—because flying was worth more than these things. 1 feel ' snobbish ' only about those who could (but were not keen enough to try to) afford it at the old rates, but who are now taking advantage of what is, to them, simply State-ordered charity. How many of the applicants, I wonder, are honestly keen, but were quite unable to pay the old rates? If the proportion of these is really high, then the C.A.G. is doing the work for which it was designed and freedom is lost in a good cause."—ED.] NOS. 18 AND 120 SQUADRONS, R.A.F. Information Wanted AS one who was a pilot of 120 Squadron during the period from March until August, 1919. when they were carrying the mail from Folkestone (Hawkinge and Lympne) to Cologne (Bickersdorf and Merheiin) for the Army of Occupation. I am endeavouring to collect sufficient material for a book on what has now proved to be the pioneer service of Regular Ait Mails out of England. Is it possible for me, through your columns, to get in touch with any other pilots or personnel of either of these squadrons, or anyone in any way connected with this service? Green Shutters, ' L. PEARCE-GERVIS. ••r Hellingly, Hailsham. Sussex. IN BRIEF A lourteen-year-old reader, Cyril Rowland, of " Box Mill," Halstead, Essex, wishes to correspond with a kindred spirit in the United States on aviation subjects
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