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Aviation History
1948
1948 - 0769.PDF
MAY 27TH, 1948 F LI G HI 583 Inaugural Flight brightly painted in white and red and linedwith a fireman's guard of honour. We had moored at 1742 hours local time, and there wasjust time to visit the ancient temples of Karnak before darkness fell, and the horse carriageswere waiting. The accommodation was par- ticularly pleasant at the Luxor Palace Hotel,and everything worked smoothly until the town was plunged into darkness whilst an electriccircuit was changed—a nightly occurrence. A very early start was necessary in order toreach Port Bell at the northern end of Lake Victoria in daylight, and we were called at 3.30.Khartoum is a refuelling stop, and an alighting was made in very choppy conditions at theconfluence of the two Nile rivers. Even at 1000 hours in the morning it was hot for uswho had so quickly travelled from early spring in England. We found a local disappointmentthat accommodation was not available for a night's stop. It was generally felt that thegovernment should be more alive to the im- portance of making Khartoum more than arefuelling stop on South and East African services. Port Bell, Uganda, is about \ deg North of the Equator,but is 4,000ft above sea-level, and is surrounded by green fertile country. We alighted in the evening upon a motion-less lake, and,moored up a short distance off the new pas- senger reception building already invaded by interestedEuropeans and natives. Trips were made by many during the evening to visit the flying boat, and everyone expressedtheir delight that once again Uganda was connected by flying boat with the United Kingdom. Capt Soresby, thegeneral manager, East African Airways, who are responsi- ble for handling passengers, was particularly keen to beworking so closely with the British Corporation. About 50 minutes after take-off from Port Bell the next morning,whilst over Lake Victoria, we crossed the line and pro- ceeded southwards to land after lunch on the Zambesi, 4!miles above Victoria Falls, an exhilarating experience, especially for those of us who had never before seen theFalls. The rest of the journey to Johannesburg took only 3J hours. The enormous expanse of water held by theVaalbank dam is surrounded by flat country and forms one of the best alighting areas in the world. Capt. Rotheramcut the engines within seconds of schedule at the end of the R.MA. Southampton lying off the jetty at Port Bell, Uganda. Although the take-off and alighting area is about 24 miles long, it is not suitable for night flying owing to the surrounding hilly country. 6,405-mile flight from the U.K. The journey did not endfor another i\ hours, however, since Vaaldam is about 58 miles from Johannesburg, and the journey was made bycoach. The South African Press welcomed the Solent, and travel-agents in Johannesburg were again enthusiastic. They were sympathetic towards British aviation and appreciatedthe difficulties under which the airlines are operating; but it was generally felt that although B.O.A.C. had no alterna-tive but to operate the flying boat, its popularity and future success were assured. The return journey varied only in the night stop inEgypt. Sectional mail is carried on the Solents, and, in order to avoid a day's delay in delivery at Cairo, a nightis spent at Shepheard's, and Luxor is overflown. Shortly after leaving Vaaldam we passed the Severn on the last legof the first passenger service outward, and later, at Augusta, passengers on the second schedule flying in R.M.A!Salcombe were staying in the same resthouse. We were treated to thirteen take-offs and thirteen alight-ings on glassy and choppy water, with and against strong currents, with cross-winds and at night, and each was adelightful, exhilarating experience. C.C.A.S. DINNER ON Tuesday, May 18th, members and guests of the CambridgeUniversity Air Squadron relished a thoroughly enjoyable evening at the University Arms Hotel. In proposing the toast of the guests, Viscount Acheson,O.B.E., said how very proud they were to be honoured by the presence of the Vice-Chancellor and the Chief of the Air Staffwho, said Lord Acheson, was a member of Magdalene; the en- suing amusement was whipped to greater appreciativeness bythe Vice-Chancellor rising and with firm, calm severity, inter- jecting " is, gentlemen." Lord Tedder's comment was lostin the laughter. Lord Acheson recovered himself with an aplomb which should be of immense benefit in the diplomaticfeatures of his future career. The Squadron is to lose its headquarters at Fen Causeway,and although it has not been possible so far to purchase any suitable alternative accommodation, this matter is now parti-ally resolved and the future hopes are somewhat more rosy. The difference in the Squadron atmosphere during the pasttwo years had been most marked; they were a very happy family and there was a complete absence of separate cliquesas between the Class I and Class II members. In concluding his speech, Lord Acheson, who has recently been posted forspecial duties, said with what heartfelt regret he had to bid the Squadron goodbye; however, he promised to visit them insummer camp and wished them all God speed and good luck. At the conclusion of the speeches, the ex-Chief Instructor waspresented with a handsome silver cigarette case as a tribute from the Squadron and as a token of the regard in wnich he isheld. The Vice-Chancellor delivered a beautifully designed speechand salted it with an allegory against himself which proved immensely popular. Lord Tedder followed the Reverend Pro-fessor Raven and, despite the formidable task of following so brilliant a speaker, acquitted himself with a speech that was ofequal merit although of a vastly differing content. He made a delightful reference to the Squadron surmounting its diffi-culties by pointing out that, not so very long ago, Cambridge had caught a crab which, however, made no difference to theresult. Lord Tedder then became quietly and most impres- sively serious for a few moments and said that we do not wantwar—no one wants war—but we are still in a bit of a jungle and, if we are weak, all we stand for is in danger; weaknessin the present world is an invitation to the bad men. The fact that in aviation there is a common language of understanding—a human language as well as a technical language—can con- tribute something valuable in the international sense. TheC.U.A.S. had got a record in which it could take considerable pride; Cambridge had produced the jet engine and, concludedLord Tedder, as he sat down, " it had, of course, produced the present C.A.S." The Squadron's new Chief Instructor is to be G/C. C. H.Simpson, who is at present the Air Attache in Stockholm. A Pembroke College man, he is also an ex-member of theSquadron.
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