The Aeroplane Volume 38 1930 January-June [A weekly magazine, Great Britain]

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Aeroplane Volume 38 Part 2 19350 NANNY oY 5 4 5 a 5 A ONS CN aD xaAANAN ON

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“\ bdo | Registered at the G.P.O. as a Newspaper. N25 [ Vol. XXX VIII. No. 14. | So Pen: FROPIANE Edited by INCORPORATING AERONAUTICAL ENGINEERING — ©-CL7r CY Sh emer TP see eee’ OTT Ie s FOR oe, hin baer | oe i 7

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il Pilea ah ok THE BLACKBURN AEROPLANE: AND MOTOR COMPANY LIMITED, 7 Head Offices € Works: BROUGH, EAST YORKSHIRE, B57, The Aeroplane APRIL 2, 1930 Blackbur. ALL-METAL LINCOCK SINGLE-SEATER FIGHTER AND ADVANCED TRAINING MACHINE ALTERNATIVE POWER UNITS Supercharged Lynx IV. 215 h.p. Lynx IV. 220 h.p.Geared Lynx Vi. 250 hp. Lynx Major. Normal military load. 24-3 hrs. duration. Remarkably high performance in relation to comparatively low power: Exceptional manoeuvrability owing to compact weight distribution and well-balanced controls. Very durable } construction. Economical to rn, and easy to maintain. oo ebentios Office: AMBERLEY HOUSE, : _ NORFOLK’ST, STRAND,W.C.2. BURLINGTON, GARDENS “Wt \ “Telephones. Brough /e((slines)Ternple Bar 7622 | ara y applications invited. | relegiams: Propellors, Brough, Blackaerg Esieand, London.\} Vie eS | — a Google ~ , \ a

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APRIL 2, THE "ROPLANE Aeronautical Krgineering VOL. xXXVIII No. 14. Telephone: Telephone: Gerrard 5407. Gerrard 6023. > Central 5822. 6 months, 15s.; 12 months, 30s. 1930. Incorporating The Editorial Offices of ‘‘The Aeroplane” are at 175, Piccadilly, London, W.1. c Telegraphic Address: ‘‘ Aileron, London.’’ PAG S Advertisement Offices: 175, Piccadilly, London, W.1. One 2 & Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- 4}, : 3 \ nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone F 3: Be > 4 Subscription Rates, post free: Home 3 months, 7s. 6d.; r 3: Ave . 3 Abroad, 3 months. 8s. 9d.; 6 months, 17s. 6d.; 12 months, 35s. — ‘ \ U.S.A., 1 Year, $8.50. " _— ON FLOODLIGHTING This issue 0f THE AEROPLANE marks a new departure in the habits of aeronautical newspapers in this country. With it is presented to the readers of this paper a Supplement dealing entirely with those light aerovlanes vroduced by the De Havilland Co. Ltd. under the generic and entomo- logical title of Moths. One of the reproaches against THE AEROPLANE in the past has been that it has given too much time and space to criti- cising British products and business methods and not enough to propaganda in favour of British aircraft and aeronautical material. There is something in this criticism, for, though progress cannot be made without constructive and instruc- tive criticism such as THE AEROPLANE has consistently pub- lished, sales cannot be made without propaganda,—even when we in this country manufacture the things which are wanted by the Overseas Markets. The most dishonest thing that anybody, journalist or otherwise, can do is to try to sell anybody a thing which is of no use to them. Therefore provaganda in favour of bad articles or articles which are unfitted for their ournose or are obsolete, as well as being immoral are in the end not only useless but definitely harmful. On the other hand, when a British manufacturer produces something which actually fills a want (whether that want is felt or not doesn’t matter) and when that something is thoroughly good of its kind, it deserves all the propaganda that can be put into it. A REASON FOR PRECEDENCE. Everybody in the Aircraft Industry will admit that of all Canada. 1 Year. $8. Entered as second class matter at the New York (N.Y.) Post Office. BRITISH INDUSTRY. the many excellent things turned out by the British Aircraft Industry of iate notning has surpassed the De Havilland Moth series of aeroplanes. No aircraft product of any Nation has been brought into use all over the World to the same extent as the Moth. And therefore one feels that the whole Aircraft Industry will agree that the Moth is entitled to precedence in this particular form of propaganda. There is yet another reason for thus concentrating on the Moth. The De Havilland Co. were the first firm to go full out for the Civil Aviation Market all over the World and to say by act if not by word that they did not care whether they ever got any Air Ministry orders or not. The result has been that, as so often hanpens when peovle do the right thing regardless of consequences, the De Havilland Com- pany have scored heavily in that they have had a continual stream of orders for Moths not only from our own Air Ministry but from the Governments of all the British Dominions beyond the Seas and from almost all foreign Governments as well. WAYS OF MAKING MONEY. The success of the Moth is typical of the way in which the most successful businesses have grown. ‘Lhere are two ways of making money as a manufacturer. One is to make exactly what the market wants and asks for. The other is to make something entirely new which the market wants without knowing that it wants it. The first method needs a certain amount of judgment, and after that all that is needed is energy in turning out Y “GREETING! MY BIRTH STAIN HAVE I TURNED TO GOOD; FORCING STRONG WILLS PERVERSE TO STEADFASTNESS ; THE FIRST FLUSH OF THE TROPICS IN MY BLOOD, AND AT MY FEET SUCCESS!” (KiIPLING—Sydncy.) USED IN AUSTRALIA BY THE BEST JUDGES.—A Moth, piloted by Mr. Eric Chaseling, looping over | Sydney ‘Harbour.- —The curious concentric ripples in the water do not indicate where the passenger alighted. arutommme se $k - during the previous loop. + “-- = ~ ~2 = - ates Google

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590 the stuff before too many competitors awake to that par- ticular need in the market, and reasonably good salesman- ship to let the market know that the manufacturer can supply those goods. But that line of business has its limi- tations, because somebody else will discover the market’s demands and consequently other competitors will start up at about the same time. Nevertheless it is a good safe way of making money so long as one quits before the market is over-crowded or over-supvlied. The other method not only needs judgment, but it needs considerable foresight and a great deal of courage. Fora manufacturer to convince himself that if he makes a certain thing and puts it on the market, the market will rush. to buy it, and then for him to risk his cavital and energy in making that thing and putting it on the market, needs brains of more than ordinary cavacity. For a board of directors to do the same thing entails getting’ together a number of men of quite unusual qualities—which is far more difficult. There is a kind of axiom, or formula, to the effect that the average mentality of a committee or board is in the inverse ratio of the number of members multivlied by the lowest mentality of any individual member. And the maxim that too many cooks spoil the broth is not cancelled out by the other maxim that in a multitude of counsellors there is wisdom. . THE PIONEER’S REWARD. In the past thirty-five years or so one has seen many things put on the market which obviously ought to have been a terrific success if the odd millions of people who are known collectively as “the market” had any sense. And one has seen such an enormous majority of these obviously saleable things turn out to be miserable failures that one is almost converted to that peculiarly English form of caution which often looks so very much like stupidity and amounts nearly to a genius for losing opportunities. We have a habit of sitting tight and watching some- body else take the risks, or do the dirty work, or plough the fields and sow the seeds, till we can step in and reap the ‘harvest or take the profits. And yet at the other end of the ‘scale wherever you go there is always some fool English- man pioneering everything, butting his silly head against the North or South Pole or stepping out into the Wilderness regardless of consequences. As a general rule the pioneer does not reap his reward. The sheer obstinacy which makes him carry on as a pioneer against the advice of those who counsel caution generally makes him too ‘obstinate to alter his course, or alter his business methods, or even sit still while things develop, when by doing so he might easily make a fortune. But once in a while one meets pioneers who also have versatility of mind. Several of the vioneers of British aviation have done quite well for themselves. And havvilv Cant. Geoffrey de Havil- land. the founder of the De Havilland Company, and his Sion, IN MEXICO.—A Gipsy-Moth The Aeroplane with a group of Mexican Army officers in Mexico City. APRIL 2, 1930 first ally, Mr. F. T. Hearle, the General Manager of the firm, are among them. LEADING THE FASHION. The first De Havilland aeroplane was made somewhere about 1908, and whatever changes have been made in aero- plane fashions there has always been a D.H. of some sort in the forefront of British Aviation fashion. The D.H. Moth was not the first light aeroplane. But it was the first fashionable light aeroplane. And the history of the Moth is actually-the history of aeronvlane fashions in the quite new and ravidly growing market of private ownership and public usefulness. ; The Moth has been developed as a purely commercial product. Although the first considerable order for Moths came from the Air Ministry, thanks to the foresight and acumen of Air Vice-Marshal Sir Geoffrey Salmond, the De Havilland Company were not paid for experimental work and development expenses, as they would have been if the order had been for an experimental type of war machine. The Air Ministry just bought their Moths across the counter _ like anybody else. As more Moths were made the price was lowered and as the price was lowered more orders came in.—price and production reacting on each other in the ordinary com- mercial way according to the law of supply and demand. There was no svoon-feeding by the Air Ministry, no sub- sidy, no anything. The Moth, as Civil Aviation should, has always flown by itself. ADVERTISING. In another way the Moth has succeeded along proper commercial lines. It has been backed by some of the clever- est advertising that has ever apvveared in the Press of any country. There is too much of a tendency among British manufac- turers in all lines of business to treat their advertising. as a necessary evil, or as a kind of blackmail which newspapers levy in return for editorial attention. Some British manu- facturers would actually prefer the system followed by most French daily and weekly papers of charging so much a line for editorial notice without any disnlay advertising at all, —though, be it said, the French aeronautical pavers, such as L’Aéronautique and Les Ailes do not commit this sin. No English newsvaver of renute has vet sunk to selling its editorial space, but at the same time few newsvaver. edi- tors would be so hypocritical as to pretend that editorial attention is not influenced to some extent bv straight ad- vertising. Apart from that the amount of editorial space given. to the best advertisers is largely explained by the fact that the best advertisers get the most business, and therefore have more to be talked about. Also there is the fact that the best advertisers treat their advertising seriously and take This machine was taken over by the Government and used as an observation machine against the Escobar rebels in a recent revolution,

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APRIL 2, 1930 The Aeroplane The Under Secretary of State for Atr x Mr. F. Montague, in his statement introducing as v2 the Air Estimates in the House of Commons $% i €: K on Tuesday, 18th March, 1930, said:— __ ‘2 oi | 3 xe - HILE dealing with the work of the we AS Ait Force during the year, I should ‘ 3 ons like also to refer briefly to the long 5X ¢ distance flights which were carried out. AS) ives Three Fairey 111F aircraft of No. 45 Squadron aN Re completed a flight from Helwan, Egypt, to AD we Nigeria and the Gold Coast and back, a distance Svc 3} of 8,400 miles. C3 ¢3 Another four aircraft of the same type from BS oy No. 14 Squadron undertook the annual flight to Sh Cape Town and back. It may interest the Fags House to know that the aircraft arrived home 3 | again at Cairo after a journey of 11,200 miles, late to their scheduled time to the extent of 5 minutes. Four long distance flights were undertaken during the South West monsoon by No. 205 | Squadron, Singapore, with the object of trying out the weather possibilities for flying and the possibilities of maintaining a prearranged time table between Calcutta and Singapore in adverse conditions ; and finally I should wish to pay tribute to the gallantry of the two officers who, after having successfully flown non-stop to 5 ae Karachi, lost their lives in an attempt to make a Bo non-stop flight to Cape-Town.” » Ce All the flights referred to above <5 were carried out with aircraft fitted with the NAPIER sift ae aero engine ff G3). ae D. NAPIER & SON, LTD. ONZE ACTON, LONDON, W.3 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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a The Aeroplane APRIL 2, 1930. a lot of trouble to see that anything done by their products which makes news is made known at once to the news- ers. pe Where the Moth advertising has been so brilliantly suc- cessful is that things have been done on Moths, and Moths rave made history and have won races and have beaten records, to such an extent that if the De Havilland Com- pany had never taken a single page of advertising the papers would still have been forced to advertise the Moth edi- torially practically as much as they have done. And all this news which has been published ahout Moth performances has been driven home by consistent advertising on a scale which in proportion to the limitations of the aircraft market represents what would be a world-wide advertising campaign in any ordinary household commodity. Also a great quality about the De Havilland advertising is its persistent variety. Not only are the actual advertise- ments themselves constantly changed, but the whole style of the advertising keeps on changing. Consequently readers . of the aeronautical papers never get to the stage of pass- ing over a De Havilland advertisement because they are so accustomed to seeing it that they do not see it at all. The variety of De Havilland advertising has been extra- ordinary; Sometimes it is plain persuasive selling talk. Sometimes it depends on striking pictures. Sometimes it is, so quaint that one cannot help studying every word in de- tail. Sometimes it is so comic that if it were not an ad- vertisement it would be worth a place in Punch. But, and here is one of the great secrets of its success as opposed to nearly all of the advertising which one sees in the ordinary newspapers, De ‘Havilland advertising is never vulgar, or dull or banal. At its funniest it has that same quality which distinguishes the drawings of Fougasse from those of the great majority of comic artists,—one laughs with the subject of the humour and not at him or it. At its most serious it has weight of argument. And at its most sober it has point which convinces. THE SUCCESS OF SUCCESS. The old adage that nothing succeeds like success has never been better exemplified than in the success of the De Havilland firm in general and of the Moth aeroplanes in particular. How great that success has already become in the limited market which exists at present for civil aircraft may be judged from the accompanying supplement. The amount of business done in Moths may be judged from the fact that something over 1,000 Moths are actually in use and that each of those machines has been sold for some- thing in the region of £700. Probably if one takes in spare engines and other spare parts and so forth one could reckon that each Moth in use represents £750 and considerably more than half of them were sold in the year 1929. Three-quarters of a million pounds’ worth of business built up in so few years is an achievement of which any board of directors might well be proud. Quite a lot of even the most expensive war machines would have to be sold to make up such a turnover. And there is the great advantage about the sale of Moths that by far the greater number of them have been sold overseas so that they have actually brought money into this country, whereas sales to our own Air Ministry are merely taking money out of one pocket and putting it into the other. The business done so far in Moths overseas is only a@ very smal] fraction of the business which will be done in civil aircraft overseas within the next five years. The De Havil- land Company with their foresignt and energy and apprecia- tion of the value of advertising will get a very big share of whatever business is doing. But there is plenty of room for other people to do good business also. The future policy of THE AEROPLANE Will always be, as it has always been, to put before the World the merits of British aircraft and the high quality of British workman- ship. Not very long ago His Royal Highness the Prince of Wales expressed the fear that our salesmanship was not equal to our workmanship. One hopes that this issue of THE AEROPLANE will do something to remove such an impres- sion. FLOODLIGHTING. Following the good example of the Heir to the Throne, his hrother, Prince George, addressing the members of the National Advertising Benevolent Society on Mar. 28, said that the advertising trade seemed to him to be “ Flooa- lighting the work and services of man so that eack article is better known, hetter seen, and more keenly desired.” That should be a text henceforth for the British Aircraft Industry. We have had more than enough of “ defeatism ” and self-depreciation. We have been content too long to sit down and tell ourselves that the Air Ministry is our only customer. Even if it were, we could make it buy more by consistently advertising our goods, and Aviation in general, to the British Public and to Memhers of Parliament who vote the money. But apart from that, we have the whole World as a market for our Service and Civil aircraft, and we are in on the ground floor of a rising market. Prince George’s words later in his speech to the advertis- ing men are the best possible exposition of his text :— There was a time when Great Britain’s industrial position was too strong to be challenged. Those were the hey-days of Britain’s trading. There was then little need for any added illumination. The world could not fail to notice the size of Britain’s emporium and knew by experience the ‘bargains’? to be got there. But that emporium was for a time closed for a five-years’ diversion from business to the sterner business of war. The world meanwhile had to shop elsewhere, and other competitors whose shops were stil] open flourished on the business once done by us. We are now struggling to recover that business. Many things are needed to win it back, and you. and your profession, can I am sure, supply one essential—the clear, direct, and steady flood-lights neces- sary to re-illuminate the real value of British goods and the pre- eminence of British skill, industry, and conscience that go to their making. What we want is more orders for goods and commodities. We want our people to supply more of the articles used in this country and more of the articles used abroad. Cannot advertising help to secure this? If so, should not every effort be made to extend our advertising, to improve it if necessary so that it makes known the advantages of buying our own productions instead of those of other countries. I would say—advertise more and advertise to the purpose. _ AN ILLUSTRATION. In his reply the President of the Society, Sir Gomer Berry, gave an astonishing example of what can be done by co- operation in advertising, and by influencing the consumer of goods in the right way. According to The Times he said :— For the ‘‘ Eat More Fish’’ campaign the whole trade agreed to a levy of one penny in the pound on the value of all the fish landed, the proceeds of the levy to be spent on advertising. Last year this levy totalled £40,000, and the results of the campaign had been simply amazing. The revenue of British trawler-owners had been increased by no less than £1,100.000. and the sales of fish had gone up by 37,000 IN SWEDEN aad Caras BLOE providing a new means of traction for ski-joring.

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554 tons in one year. It had brought new life to the industry. Trawlers which in the ordinary way were laid up for a considerable part of the year were now working full time. In addition, 72 new boats had already been launched, with the result that the shipyards engaged in building trawlers were working to full capacity. As another important result of this campaign, the trawlers and boats had burned during the year 150,000 more tons of British coal. That is the real point of this issue of THE AEROPLANE. Its presentation has been made possible by co-operative adver- tising. The firms who make the raw materials and the com- ponent parts and the accessories of aircraft have come in to support one of their best customers, and the result is a dis- play which is definitely worthy of the British Aircraft In- dustry. Such a display can only be made with the help of those manufacturers who only benefit indirectly by advertising in aircraft papers. But only by such displays in aeronautical papers—which are in effect the shop windows of the aircraft business—can we hope to compete with the American trade, which sends all over the world every week three or four aeronautical papers each a good deal bigger than this special issue of ours. This idea of co-operative advertising is not new, even in this country. But it is new in the aircraft business in this country, and, quite frankly, we of THE AEROPLANE have taken the idea from America, along with our coloured covers. As with everything else which we in this country re-import from America, we believe, because we have been told so often, that our coloured covers are, on an average, the most striking artistic productions of their kind yet seen. and beat their American prototypes. So we hope that future co-operative advertising issues of THE AEROPLANE may like- wise beat anything America has produced just as our aircraft and aero-engines are the best in the World.—c. G. Gc. THE ROYAL AERONAUTICAL SOCIETY. At the annual general meeting of the Royal Aeronautical Society, held on Mar. 25, the ballot papers for election of the new Council were counted. The voting was the heaviest in the history of the Society. The following is the composi- tion of the new Council :— President: Colcnel the Master of Sempill, A.F.C., A.F.R.AeS. Past-President: Air Vice-Marshal Sir W. _ Sefton Brancker, K.C.B., A.F.C., F.R.AeS. Vice-Presidents: Air Vice-Marshal Sir Vyell Vyvyan, K.C.B., D.S.O.; Lieut.-Col. J. T. C. Moore-Brabazon, M.C., F.R.AeS.., M.LAe.E.: Mr. H. E. Wimperis, C.B.E., F.R.Ae.S. Council: Capt. P. D. Acland, Prof. L. Bairstow, C.B.E., F.R.S.. F.R.Ae.S.; Major T. M. Barlow, M.Sc. (Eng.), M.Inst.C.E., M.I.Mech. E., F.R.Ae.S.; Mr. Robert Blackburn, O.B.E., A.M.Inst.C.E., M.I.Mech.E., F.R.Ae.S., M.1.Ae.E.: Mr. M. L. Bramson, AC.G1, F.R.AeS., M.LAeE.: Mr. Grif- fith Brewer, F.R.Ae.S.; Major J. S. Buchanan, O.B.E., AM.1Mech.E., F.R.Ae.S.; Major G. P. Bulman, O.BE., B.Sc., A.F.R.Ae.S.; Wing Cdr. T. R. Cave-Browne-Cave, CBE., M.I.Mech.E.. A.M.I.N.A., F.R.Ae.S.; Mr. C. R. Fairey, MBE., F.R.Ae.S.; Capt. F. T. Hill, FR.AeS., M.I.Ae.E., B.Sc., Wh.Ex.; Capt. A. G. Lamplugh, FR.AeS., M.LAeE:; My. W. O. Manning, F.R.Ae.S.; Major R. H. Mayo, OBE. F.R.Ae.S.; Mr. T. O. M. Sopwith, C.B.E., F.R.AeS.; Mr. C. C. Walker, Assoc.M.Inst.C.E., F.R.Ae.S.; Mr. L. A. Wing- field, M.C., D.F.C., A.R.Ae.S.I. Honorary Treasurer : Major F.R.Ae.S. Honorary Solicitor: Lawrence A. Wingfield, A.R.Ae.S.I. Honorary Librarian: Mr. J. E. Hodgson. Honorary Accountant: Mr. A. N. D. Smith, F.I.C.A. J. LAURENCE PRITCHARD (Secretary). THE ROYAL AERO CLUB. The Annual General Meeting of the Royal Aero Club was held on Mar. 26, immediately following the House Dinner. The Right Hon. Sir Philip Sassoon, Bart., P.C., C.B.E., C.M.G., M.P., Chairman of the Club, vresided. The folowing Members were elected to the Nine vacancies on the Committee: Air Vice-Marshal Sir W. S. Brancker, K.C.B., A.F.C., H. S. Broad, Major C. J. W. Darwin, D.S.O., Lieut.-Col. M. O’Gor- man, C.B., Col. F. Lindsay Lloyd, C.M.G., C.B.E., John Lord, Lieut.-Col. J. T. C. Moore-Brabazon, M.C., Major H. A. ah D.S.O., M.C., Air Commodore C. R. Samson, C.M.G., The following were elected President and Vice-Presidents : President, The Duke of Atholl: Vice-Presidcnts, the Duke of Sutherland and Lord Wakefield of Hythe. THE CHAIRMAN’S STATEMENT. Sir Philip Sassoon said that the membership of the Club had been maintained and the organisation of flying interests under the as- sociation with it of the Light Aeroplane Clubs had greatly extended and confirmed the influence of the Olub. There were still many interested in aviation and desirable as Club members whom those present should each among his own friends and acquaintances endeavour to bring into the fold. Newcomers had much to gain, nothing to lose, little to pay, and the assurance that they were D. H. Kennedy, The Aeroplane O.B.E., APRIL 2, 1930 assisting a movement which is very vital to Engianée and the Empire. The year's working showed that the Club was no longer living be- yond its income, but, as it should, a trifle within it. namely £350 to the good. This is a Satisfactory turn of the tide. after the previous year or so. which showed an excess the other way. The lease of the Club premises would expire in September 1931 and the question of future accommodation was a matter for serious consideration. The difficulties were considerable and nothing definite had yet been decided upon. The present premises had been secured at a favourable rent, and, in view of the high cost of buildings, the present income of the Club does not allow the kind of premises which the increasing interest taken in Aviation by the great public seemed to warrant. The Club must make a very special effort to meet the demand which was foreseen on every hand. The activities of the Club had centred or: the sporting and touring side of Aviation. The Club had kept touch with the movement in all its developments. whether in utilising the most up-to-date means of recording phenomenal! speeds or in redrafting the Code which controls cur sport. or in activating the somewhat slow-moving Customs Authorities of various nations to adapt themselves to the needs of flying. The success in the Schneider Trophy Contest was a cause of pride. The gaining of the World’s Speed Record, }.e., 357 miles per hour for Great Britain. was also a fine item in the vear's progress. On the question of Air Touring the Club had formed a special department to deal with the demand for information and facilities of members and associated members. It supplied all the particulars likely to be of use in any contemplated tour. Information was avail- able about air routes. the rules for flying, particulars of aerodromes, landing grounds, prohibited areas, etc., and also about official re- quirements and formalities on entering or Jeaving a foreign country. Large scale maps showing all known aerodromes and landing grounds were available at the Club and special maps for air touring could be prepared and supplied. Flying members had sent in in- formation about theiy difficulties. and suggestions for what might be done to remove them, and they are invited always to do this. During the past year there had been considerable activity in air touring abroad and the Club had issued a total of 252 carnets. This showed a very large increase over the previous year, when 157 carnets were taken out. The number of British flyers using carnets exceeded that of all the other countries put together. There had been a substantial increase in the number of flyers who had taken their Aviators’ Certificates, thanks to the excellent work of the Light Aeroplane Clubs. During the year 453 Aviators’ Certi- ficates were issued,—an increase of 170 over the previous year. There were now 18 Light Aeroplane Clubs associated with the Royal Aero Club and forming the General Council of Associated Light Aeroplane Clubs. The work of this General Council had been of benefit to all Clubs. ‘ Exchahge of information and views resulting in co-ordinated action had been very helpful and, where the Govern- ment had been approached, the advantage of a full discussion of all points of view had helped all interests. For example, the recommendations of the General Council to the Secretary of State for Air on the question of a renewed subsidy for the Light Aeroplane Clubs had received sympathetic consideration and all the Light Aeroplane Clubs had the satisfaction of knowing not only that they had done great service very economically to the State, but that they were to continue to receive a Government subsidy. Also, the many flying meetings and air rallies organised by the Clubs all over the country had done a great deal towards the spread of air-mindedness. Apart from the Light Aeroplane Clubs in this country the Aero Clubs in India, Australia, South and East Africa and Singapore were all affiliated to the Royal Aero Club, thus keeping the Club in con- tact with the aviation activities of the Empire overseas. During the year the Flying Services Fund of the Royal Aero Club had distributed in grants and allowances to the dependents of de- ceased airmen £50] 15s. Included in this sum were grants towards the education of children of the deceased airmen. The Club was represented on the following bodies:—The Fédération Aéronautique Internationale, The London Chamber of Commerce (Civil Aviation Section), The British Corporation Register of Shipping and Aircraft, Lloyd’s Register of Shipping, The Standing Joint Committees with the Royal Aeronautical Society, Air League and Society of British Aircraft Constructors, The Royal Air Force Memorial Fund. Perhaps members did not know fthat a very large number of Committees of the Royal Aero Olub were working on the various subjects connected with aviation. In the Schneider Contest last year there were six different Committees whose work extended over four months with meetings regularly every week. He expressed thanks to the members of these Committees and especially to Lieut.-Col. Mervyn O'Gorman, the Vice-Chairman. After the Chairman’s speech, Mr. M. L. Bramson asked whether anything was being done about the proposal that a building worthy of British Aviation should be taken over, in which the Royal Aeronautical Society, the Royal Aero Club, the Air League, and the Society of British Aircraft Constructors could all be housed, as are the corresponding societies in Germany. Mr. Bramson suggested that the Endowment Fund of the R.Ae.S. would be available for securing such premises. Lt.-Col. Darby, on behalf of the Committee, stated that the matter was having careful consideration. AIRSH!IPS VERSUS AEROPLANES. A debate on Lighter-than-aircraft versus Heavier-than-air- craft in which the principal speakers were Commander Sir Dennistoun Burney and Mr. F. Handley Page, was held at the Forum Club on Mar. 25. The Hon. Mrs. Forbes Sempill was in the Chair. The report of the Debate will appear in THE AEROPLANE next week. Lack of space has prevented its publication in the current issue.

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The Aeroplane | 555 APRIL 2, 1930 on, exore ts 2 . ee Rae Be, ee ete Mee Cl ) he SEE PERIL AIRWAYS. % za Se a J) ff : ZA Res Sa Ss, eA SEE “ Rp a ‘> SSK |OOOOOO - MILES - N just cver 4 years seven Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi- mately 11,296 hours. They have carried over 80,000 passengers; they have crossed the Channel approximately 4,200 times. The Argosies are the safest, best paying and most easily maintained air liners in existence. preys § SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. Works and Aerodrome: Whitley, Coventry. London: 10, Old Bond Street, W.1. Pi KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane. | Aprit 2, 1930 GENET SUCCESS IN FRENCH PLANE AN Albert monoplane fitted with an Arm- strong Siddeley Genet engine recently made a successful attack on the altitude record for light aircraft, single seaters, 3rd category, 350 Kégs.. the official figure being 7,730 m. (25,509 fi.). The engine was standard and ran for one hour fifty minutes at 2,200 r.p.m. The total duration of the flight lasted 2 hours 10 minutes at temperatures varying between plus 10 degrecs and minus 35 , degrees. _.ARMSTRONG SND IELEY MOTORS LIMITED, COVENTRY. ENGLAND and 10, Old Bond St., Lomdoo, W.1. 2 i iy 9 ‘ é , &E , > ie ° \ a KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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- my”? - JA APRIL 2, 1930 THE ROYAL The London Gazette. Air Ministry, March. 25. ROYAL AIR FORCE. GENERAL DUTIES BRANCH.—The following are granted S.S. comns. as Plt. Offs. on probation with effect from and with seniority of Mar. 14:—L. H. Anderson, W. A. A. Ashcroft, E. G. Barter, G. Burdick, N. Daunt, A. P. Glenny, W. Halmshaw, T. King, W. E. L. Lewis, T. J. MacDermot, D. M. T. Macdonald, R. L G. MacDougall, B. J. McGinn, P. H. Maxwell, R. T. S. Morris, J. C, F. Peacock. G. B. Pierpoint, W. A. Richardson, W. A. J. Satchell, H. A. Simmons, L. “Sloman, E. C. Van Oppen, A. W- Vincent, R. G. Wilde, J. D. Woodland. The following Pit. Offs. are promoted to the rank of Fig. Offs. :— F. Whittle, J. Mutch (Jan. 28); R. A. Beynon, M. G. Parker, S. P, Richards, R. Jones (Feb. 24). Fig. Off. (Hon. Fit. Lt.) U. C. de Burgh relinquishes his S.S. comn. on completion of service (Mar. 20); the S.S. comn. of Plt. Off. on probation D. McGregor-Cheers is terminated on cessation of duty (Mar. 26);-Lt. R: H. S. Rodger, R.N., Fig. Off., R.A.F., ceases to be attached to the R.A.F. on return to Naval duty (Mar. 19). MEDICAL BRANCH.—FIt. Lt. E. J. T. McWeeney, M.B., transferred to the Reserve, Class Di (Mar. 24). RESERVE OF AIR FORCE OFFICERS. | GENERAL DUTIES BRANCH.—J. P. R. Oakes is granted a comn. in Class A.A. (ii) as a Plt. Off. on probation (Mar. 13); J. W. Brown is granted a comn. in Class A as a Fig. Off. on probation (Ma.. 23). The following Fig. Offs. are transferred from Class A to Class C:— E. F. D. Gregory (Dec. 15, 1929); H. C. Macphail (Nov. 30, 1929); Fit. Lt. D. Craik, D.F.C., ceases to be employed with the Regular Air Force (Mar. 20); Fig. Off. G. D. Emms relinquishes his comn. on appointment to a perm. comn. in the R.A.F. (Mar. 8). AUXILIARY AIR FORCE. GENERAL DuTES BRANCH.—No. 601 (CoUNTY OF LONDON) (BOMBER) SQuADRON.—The following to be Plt. Off.:—The Hon. William D. S. Montagu (Feb. 12). . B.Ch., is The King’s Levée. His Majesty the King held a Levée at Buckingham Palace on Mar. 27. Among those in attendance upon His Majesty was Air Marshal Sir Edward Ellington, Principal Air Aide- de-Camp. The following officers of the R.A.F. were among those pre- sented to the King by the Secretary of State for War :— Webb-Bowen, Air Vice-Marshal T., C.B., C.M.G., on appointment as Air Member for Personnel on the Air Council; Crowe, Sq. Ldr. H., M.C., on appointment; Cull, Group Capt. J., D.S.O., on appointment; Dalzell, Fit. Lt. W., on appointment; David, Fit. Lt. E., on appoint- ment; Ellington, Air Marshal Sir Edward, K.C.B., O.M.G., C.B.E., A.D.C., on promotion and on appointment as Principal Air Aide-de- Camp to the King; Elworthy, Fit. Lt. L., on appointment; Evill, Wing Cdr. D., D.S.C., A.F.C.; Fiddament, Sq. Ldr. A., D.F.C.; Fogarty, Flt. Lt. F., D.F.C., on appointment; Halahan, Air Vice-Marshal F., C.M.G., O.B.E., D.S.O., M.V.O.; Harrison, Sa. Ldr. R., D.F.C.; Haskins, Group Capt. F., D.S.C.; Henderson, Wing Cdr. M., D.S.O.; Ludlow-Hewitt, Air Vice-Marshal E., C.B., C.M.G., D.S.O., M.C., on promotion; Hume, Sq. . Ldr. D.; Longmore, Air Vice-Marshal A., C.B., D.S.O.,0n promotion and on appointment as A.O.C., R.A.F., Cranwell; Macdonald, Fit. Lt. S., D.F.C., on appointment; Macfadyen, Fit. Lt. D., on appointment; Martingell, Sq. Ldr. G., A.F.C., on promotion; Massey, Fit. Lt. H., M.C., on appoint- ment; Maycock, Wing Cdr. R., O.B.E.; Newall, Air Vice-Marshal C., C.B., C.M.G., C.B.E., A.M., on promotion; Opie, Fit. Lt. W., on appointment; Salmond, Air Chief Marshal Sir John, K.C.B., C.M.G., O.V.O., D.S.O., on appointment as Chief of the Air Staff; Spicer, Group Capt. M., on promotion and on return from special service abroad; Trenchard, Marshal of the R.A.F. the Lord, G.C.B., D.S.O., D.C.L., LL.D., on being created a Baron; Wood, Wing Cdr. J., on promotion. A LINE OUT.—Sealand getting the ball from a line out in the Cup Final at Uxbridge on Mar. 26 The | Aeroplane 557 AIR FORCE. The Automatic Observer. A description of the Automatic Observer, the first refer- cnce to which was made in THE AEROPLANE Of Mar 19, has been issued by the Air Ministry as follows :— For the measurement of aircraft performance it is necessary that a number of instruments be read simultaneously, a condition which in practice can only be approximately realised, particularly on single- seater aircraft, where the pilot must also navigate the aircraft and keep a watch on the behaviour of the engine. The R.A.E. Automatic Observer was designed to give a permanent record of the simultaneously timed readings of several instruments. It consists of a light-proof box with an illuminated base-plate on which are mounted an altimeter, a stop-watch, a revolution-counter, and air-speed indicator, a thermometer and two cross-levels. Carried on a bracket above is a short-focus cinema-camera holding a roll cf film and operated by a clockwork mechanism which is_ controlled electrically by means of a push-button, or an automatic interrupter- switch. A camera trip release is held by a pivotted forked arm con- nected to an iron cylinder which is arranged to slide over an electro magnet, the return movement being effected by means of a spring. On the switch- being closed the base-plate and instruments are illuminated and the camera is started. In use during test flights the switch is closed every 25 or 30 seconds, and for each contact two or three photographs are taken. These can be examined at the conclusion of the flight. ‘Promotions. In the House of Commons on Mar. 26, in reply to a ques- tion by Mr. Beaumont (for Capt. Balfour), the Under-Secre- tary of State for Air said that the numbers of promotions of permanent officers (General Duties Branch), from Flight Lieutenant to Squadron Leader, and from Squadron Leader to Wing Commander, had been 26 and 14, respectively, in the financial year 1927-28, 53 and 21 in 1928-29, and 57 and 29 in 1929-20. - The Carslake Prize. The Henry Leigh Carslake prize for 1930 has been awarded to Lieut. A. D. Torlesse, of H.M.S. Courageous. This prize is awarded annually to the Naval Observer who has completed his training as such, and who, in the opinion of the Admiralty, submits the best essay dealing with the work and development of the Fleet Air Arm. The R.A.F. Staff College Examination The qualifying examination for the R.A.F. Staff College (10th course) will be held on Jan. 27, 28, and 29, 1931. _ Lists of names of officers recommended for the Staff Col- lege Course and to sit for the examination are to be for- warded so as to reach the Air Ministry by Nov. 1, 1930. Civil Flying Meetings. In the House of Commons on Mar. 26, in reply to a ques- tion by Mr. Malone, the Under-Secretary of State for Air said that R.A.F. Units were allowed to take part in flying meetings organised by private aero clubs; the decision as to which clubs should have R.A.F. assistance rested with the Air Council. The assistance which, with due regard to Service training requirements, could be given by the R.A.F. to these meetings was very limited, and its most appropriate allocation was determined by the Air Council in the light of ek gh e . Lanett “2 cy ee . >.) Soe 2 Wivital thi ie In the background is Hillingdon House, the Headquarters of the Air Defence of Great Britain. —(' Aeropiane’”’ photograpi.)

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508 the recommendations of the Royal Aero Club, who obtained the advice of the General Council of Associated Flying Clubs. Mr. Maione pointed out that this procedure penalised clubs which were not affiliated to the Royal Aero Club, and Mr. Montague said that he was willing to consider any further point that might be involved. Municipal Airports. In the House of Commons on Mar. 26, in reply to a ques- tion by Mr. Beaumont (for Capt. Balfour), the Under- Secretary of State for Air said that he regretted that it was impossivle to agree to the suggestion that R.A.F. Units should be detached, when Service duties permitted, to take part in opening ceremonies of municipal airports. The assistance which was already being given by the R.A.F. to civil fiying meetings was the utmost that could be done in that respect, and he was advised that Service training re- quirements precluded absolutely the extension of such assist- ance to the ceremonies to which he referred. Demolition of Unexploded Bombs. An Air Ministry Weekly Order states that when vractice bombing is carried out every effort is to be made by the bomb aimer to detect and report any bombs which fail to explode. Although this is not always possible when dropping salvoes. if any bomb is suspected of having failed, its approximate position is to be recorded by the bomb aimer and reported on landing. Every endeavour is to be made by the safety officer in charge of the range to locate and demolish such bombs as are known or suspected to have failed, before the danger area is considered clear. At ranges where the immediate location and demolition of unexploded bombs is impossible owing to flooding or some other cause, or when such bombs may become exposed, through the action of tides or the vrocess of time, or when the presence of such bombs is known as suspected, arrange- ments are to be made for the veriodical insvection of the range area and demolition of any bombs discovered. Lodging and Travelling Allowances. In the House of Commons on Mar. 26 Mr. Beaumont (for Capt. Balfour) asked the Under-Secretary of State for Air in what directions and to what financial] extent the Air Ministry considered the recently introduced scales of lodg- ing and travelling allowances would be of benefit to R.A.F. officers below the rank of Group-Captain. Mr. Montague circulated the following reply :— The revision of the regulations in question will benefit officers below the rank of group captain in the following respects :— (1) The rates of lodging allowance for stations outside Europe are being increased for both married and single officers. (2) Lodging allowance will be issued to married officers during absence from duty in certain circumstances not previously recognised. (3) A new furniture allowance of 2s. a day, in addition to lodging allowance, will be issued to married officers for whom furnished married quarters are not available. (4) The new rates of subsistence (travelling allowance) will not be subject to deduction of ration allowance, as are certain of the present rates. (5) Conveyance of furniture will be allowed for married officers on permanent change of station in the United Kingdom as a new con- cession. (6) Certain other concessions will be made as regards travelling expenses of officers and their families in the circumstances set forth in paragraphs 2 to 9 of the Air Ministry Weekly Order No. 58 of 1930. Colonial Allowances. In the House of Commons on Mar. 25, in reply to a ques- tion by Mr. Hore-Belisha, the Under-Secretary of State for Air said that the Colonial allowance rates for officers and men serving in the Sudan were subject to periodical revi- sion and had been reduced on the basis of a comparison of the cost-of-living in the Sudan with the cost-of-living in this country. Central Flying School Categories. The following officers and airman pilots have been re- categorised as under from the dates stated against their lames :— A.2 to A.1.—Flight Lieutenants A. P. K. Hattersley, 10.1.30; A. W. Bates, 9.1.30; F. V. Beamish, 31.1.30. Flying Officers M. Lowe, 9.1.30; G. J. C. Mahony. 26.2.30. No. 407258 Sjt. Kirlew, R. E., 10.1.30. No. 297743 F-S. Marsh, H. A., 21.2.30. - B to A.2.-—Flight Lieutenants G. R. M. Clifford, 13.3.30; F. H. Shales. 8.1.30; P. G. Chichester, 9.1.30. Flying Officers V. F. Moir, 14.2.30; G. W. Tuttle, 21.2.30; J. A. Hindall, 15.1.30: M. G. Philpott, 8.1.30. No. 332793 Sjt. Ealey, H. P., 14.2.30; No. 335356 Sjt. Rawlinson, J., 9.1.30; No. 335997 Sjt. McRae, J. A., 9.1.30. C. to B.—Flying Officer G. E. Klein, 21.2.30. The following officers are awarded the “B” category as from the dates stated against their names :— Sq. Ldr. C. W. Mackay, 14.3.30. Flg. Off. D. S. Green, R.A.F.O., 15.2.30. The following officers are awarded the “B” category under para. 353, clause 9 (e), of K.R. and A.C.I. :— Flight Lieutenants S. E. Storrar, O. E. Carter, G. Tyrrell, C. D. Adams. G. A. Hadley. M.C., The Aeroplane APRIL 2, 1930 No. 10 Squadron Re-Union. The third re-union dinner of all ranks of No. 10 Squadron, R.A.F., was held on Mar. 15, at the Bridge House Hotel, E.C. Over 70 members of the Squadron attended, includ- ing the former Commanding Officer, Major K. D. P. Murray, M.C. Past and present members of the Squadron who would like to attend future re-unions, should communicate with A. F. Williams, ‘“ Rozel,” Amersham, Bucks. No. 46 Squadron Re-Union. The annual re-union dinner of No. 46 Squadron will be held at the Victoria Hotel (Oak Rooms), Northumberland Avenue, W.C., on April 12 (Boat Race night) at 7 p.m., for 7.30 p.m. The inclusive cost will be 25s. per head. All those who wish to attend should communicate, as soon as possible, with C. J. Marchant, 91, Queen Victoria | Street, E.C.4. The Imperial Services Boxing Tournament. The finals of the Imperial Services Boxing Champion- ships were held at the Stadium Club on Mar. 27, the pre- vious rounds having been decided at Wellington Barracks during the afternoon of the same day. Of the fourteen championships the Navy won five, the Army five, and the R.A.F. four. Last year the Army won eleven bouts, the R.A.F. three, and the Navy one. One of the best fights of the evening was between Fig. Off. McLean and Lient. Dalrymple for the Officers’ Middle-weights. Mr. McLean, who lost to Lord Malcolm Douglas-Hamilton in the R.A.F. Officers’ Light-Heavy-weights. put up a splendid show. He has im *roved enormously since last year and boxes in first class style. His i.gility in the first round gave him more points than the steadier Army man. The second round was a miracle of hard punching on both sides with- out a knock out, but Dalrymple looked groggy towards the end. In the third round both boxers were leaning on each other too exhausted to stand unpricht. Another good fight was in the Officers’ Feather-weights. Plt. Off Purcell gave away inches in height and reach and. one would imagine, several years in experience, but he fought a gallant fight and took a tremendous hammering without going under and always returned to the attack. In the Officers’ Light-weights Plt. Off. Noblston walked over Lieut. Huxham, who was unfit. In the Officers’ Welter-weights Plt. Off. Abbott was beaten on points in the preliminary round by Lieut. McCully. Mr. McCully out- fought Mr. Moffatt, R.N.. in the final, and the Referee stopped the fight in the first round. In the Officers’ Light-Heavies Plt. Off. Lord Malcolm Douglas- Hamilton beat Lt. P. G. Davis in the preliminary round on points. but was beaten by Lieut. Formby, R.M., in the final. The fight in the final was disappointing. Douglas-Hamilton adopted a crouching atti- tude and although he got home a few good jolts and covered up well he was slow to lead and in no way showed the same form as he did in the R.A.F. Championships. In the Officers’ Heavy-weights Lieut. Gregson, R.N., beat Plt. Off. Williams in the preliminary bout on points and Lieut. Faithful in the final. Lieut. Gregson walloped Faithful round the ring a couple of times and the Referee stopped the fight. On the whole the Other Ranks fights were not so good as the Officers. In the fly-weights AA. Hobbs was beaten by OS. Saxton on points in the preliminary round. Saxton was knocked out by Sjt.-Instructor Haslam in the first round of the final with a beautiful Straight left. The R.A.F. won the Other Ranks’ Bantam-weights, AC. Johnson beating Stoker Sullivan, having walked over Bandsman Jones. John- son was knocked down in the first round but got the best of all three rounds. Sullivan was obviously, even painfully, susceptible to body blows, a fact of which Johnson was quick to take advantage. The Other Ranks’ Feather-weights was fairly even. Sjt. Davidson, R.A.F.. had beaten Stoker McCormack, R.N., on points in the pre- liminary round and was beaten by Cpl. Jones, Army, in the final on points after a good fight. Probably if Davidson had not had a fight during the afternoon he would nave won. The R.A.F. also won the Other Ranks’ Light-weights, AC. Herlihy beat LS. Jenkins, R.N.. on points in the afternoon and Drummer Quilter on points in the evening. Herlihy and Quilter rained blows on each other through three rounds, but Herlihy was the stronger man. In the Other Ranks’ Welter-weights AB. Warnes, R.N., who had beaten Pte. Barr, beat Sjt. Harper (R.A.F.) on points. The final was a grim duel between two old stagers, neither of whom seemed able to hurt the other. AC. Clapp, the promising R.A.F. Middle-weight, was badly beaten by AB. Dyer (R.N.) and retired in the second round. Both started well, but after Clapp had been knocked into a backwards somersault in the first round they both boxed wildly and threw away chances. Clapp seemed very dazed in the second round and after a few blows gave up. The final of the Other Ranks’ Light-Heavy-weights was between L/Cpl. Kennedy. who had beaten AC. Watt in the second round of the preliminary round, and AB. Scudder, who deputised for Marine Cole- man. Scudder is a born fighter and outfought the more scientific Kennedy. The Other Ranks’ Heavy-weights showed a plucky display by AB. Judge, who stood up to Signalman Stuart for three rounds although badly beaten. Stuart. who was unruffied even to his hair, had previously beaten L-AC. Jones in the first round. After the last fight the prizes were presented by. the First Lord of the Admiralty, who said that he had just come from the Naval Conference, which he hoped would end as well as the Boxing Tournament had done.—c. M. MCA.

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APRIL 2, 1930 The Aeroplane 559 ESTHONIA ADOPTS THE ON : SS FOUR CONTINENTS THE “BRISTOL” | BULLDOG IS IN SERVICE TO-DAY. B U L L. D O G ; The Esthonian Government have placed an order with the | Bristol Aeroplane Co., Ltd., for | the supply of “‘Bristol’’ Bulldog single-seater fighters. The order was obtained in the face of keen competition from manufac- 4 | . turers all over Europe, but Esthonia, following the example of Great Britain, Latvia, Australia and other countries in which Bulldogs are in service, decided in favour of the Bulldog. This choice was dictated not only by reason of the outstanding performanceof the Bulldog, — but also because of the excellence of its design pcicelizad winisienceast | and all-steel construction, its grcat strength, THE BRISTOLAEROPLANECO.,L1D., | and its ease of maintenance and upkeep. FILTON - - - - - BRISTO. ’Phone : 3906 Bristol. ’Grams: “Aviation, Bristol,” i ee ee o BN a ee a ee ' KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. .

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— eens — SEL SS

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APRIL. 2, 1920 - The Aeroplane . 560A CIRRID) emaenr crrpane ey HERNES) INTERNATIONAL SELECTION CIRRUS ENGINES. IN 45 DISTINCT TYPES OF BRITISH AND FOREIGN AIRCRAFT. CIRRUS AND CIRRUS HERMES ENGINES ARE FITTED | | | THE PREFERENCE FOR CIRRUS AND CIRRUS HERMES | ENGINES BY AIRCRAFT MANUFACTURERS ALL OVER | THE WORLD HAS RESULTED FROM PRACTICAL i} DEMONSTRATIONS OF RELIABILITY IN CLUB SERVICE, | INTERNATIONAL COMPETITIONS, AND IN ‘ALL THE GREAT PIONEER WORLD FLIGHTS BY LIGHT | AIRCRAFT. SEVEN CIRRUS ENGINES IN SERVICE WITH THE | MIDLAND AERO CLUB HAVE GIVEN AN AGGREGATE | OF 4,048 HOURS RUNNING, OF WHICH ONE ENGINE > HAS DONE 1,062 HOURS AND “IS RUNNING AS WELL AS WHEN NEW.” | SERVICE IN EVERY PART OF THE WORLD. ——————— oe | CIRRUS AND CIRRUS HERMES ENGINES ARE IN CIRRUS AERO-ENGINESLTD. REGENT HOUSE, 89, KINGSWAY, LONDON, W.C.2. a. <—_— eo a oe WORKS: CROYDON, SURREY. = _ Cables: *' Ocirruso, London,” — Phone: Holborn 4076. Bae KINDLY: MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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560B The Aeroplane APRIL 2, 1930 certain voice.- In anguished moments of doubt, players of commissioned rank were incited to even greater efforts by shrieks and roars from the line, in which they were ad- dressed by friendly nicknames or even by their Christian names. But the deed of valour having been successfully accomplished, the hero was acclaimed with a somewhat subdued murmur of “Oh, well played, Sir.” The female Supporters made up in noise what they lacked in numbers, and, if their criticisms were inclined to be harsh at times, their enthusiasm for their own side knew no bounds. The war-cry of the Sealand supporters was “ Never in doubt,” an optimistic motto which proved very true in this case and might well be adopted by the R.A.F. Station, Sealand, for all time.) | It is interesting to note that both Sealand and Gosport are “Junior” R.A.F. Stations, which means that they are both of under 500 in strength.—c. m. mca. : Association Football. The Inter-Services Association Football Tournament was carried a stage farther on Saturday, March 29, when the Royal Navy and Royal Marines met the Royal Air Force on the MilJwall F.C. ground at New Cross. The result was a win for the Navy by three goals to one. The match virtually settled the Service championship, as it seems very unlikely that the Army are strong enough to prevent the Navy from claiming the honours. Until the last thirty minutes of Saturday’s game the R.A.F. looked as though they would take the points and the champion- ship, but a low, dazzling sun unsettled the defence, and the Navy forwards, following up the scheming of their halves, turned the tables and brought about a very complete and decisive defeat for the R.A.F. Both teams were in splendid form and gave a large crowd a de- lightful exhibition of football. In the first half, play was almost confined to midfield, neither side being able to make very much progress. The R.A.F. attack was probably more effective and caused the Navy goalkeeper some very anxious moments despite the fact’ that the Navy halves were very strong. Kelly was always a source of danger and on more than one occasion deserved to open the score. The Navy were allowed little chance of getting near the R.A.F. goal and their long shots seldom gave Chaston any trouble. About two minutes before half-time Hickey took the ball down the wing and passed across to Vernon, who put the Air Force ahead with a powerful drive at close range. A heavy shower made the ground treacherous after the resump- tion and this was followed by brilliant sunshine. As the sun got lower the R.A.F. defence became more worried and the Navy were quick to take advantage of it. Their right-half was primarily re- sponsible for the first two goals, sending his wings away with brilliant passes. The third goal came from the centre and was the result of bad judgment on the part of Bond, who until then had played one of his best games. The R.A.F. attack tried until the final whistle to even things up but the tide had turned and little progress could be made towards the Navy goal. - During the interval the Band of the Royal Naval Division gave a display, which met with much enthusiastic applause. These matches in future are to be played on the grounds of the London professional clubs and should attract large MIDDLE EAST RUGGER.—The Rugby Football team of No. 45 (Bomber) mand Rugby Cup, R.A.F., Middle East, for the season 1929-30. crowds. On Saturday the spectators were mostly civilian, but the Navy were represented very well, vocally at least, by a large number of boys from Greenwich and Service men from various stations. It was disappointing to notice that the R.A.F. were hardly represented at all.c. a. s. 5 Their Meed of Praise. Mr. Scullin, the Australian Prime Minister, has tele- graphed to Fig. Offs. Piper and Kay, congratulating them on the successful completion of their flight from Croydon to Australia. As reported in THE AEROPLANE for Mar. 26, this flight was made in a Desoutter cabin monoplane (Cirrus-Hermes en- gine). The R.Ae.S. at Halton. On Mar. 24, L. A/A. Edward J. G. Jacobs, Stud. R.Ae.S., read a paper on “ Metal Construction and Aircraft” betore the Halton Branch of the Royal Aeronautical Society. Lt.- Col. A. F. S. Caldwell, C.B.E., D.S.O., M.A., was in the chair and R.A.F. apprentices formed the greater part of the audience. This was the first lecture of a series to be given by apprentices. Medals will be awarded annually for the best lectures. ; AN EXILE RETURNS. His many mere Saxon friends will be interested to hear that Mr. M. A. Doyle, late of the Directorates of Scientific Research and Technical Development at the Air Ministry, has accepted the post of Aeronautical Engineer to the Army Air Corps of the Irish Free State. Not only has Mr. Doyle done excellent work at the Air Ministry for a number of years, but he has also been a valuable member of the Aero- nautical Nomenclature Sub-Committee of the British En- gineering Standards Association which some years ago com- piled the official glossary of the aeronautical language and is at vresent engaged in revising that vublication. All will wish Mr. Doyle success in his new work. ) THE AIR ESTIMATES. The Report stage of the Debate on the Air Estimates in the House of Commons was reached on Mar 25 in the House of Commons. Str SAMUEL HoarReE asked for further information about the em- ployment of short-service officers after their term on the active list had expired. He also asked for further information about the future employment of the High Speed Flignt. CapTAIN HAROLD BALFoUR again probed into the regulations which govern the allowances of officers who are serving overseas. He also suggested that the expenses of the Recruiting Staff could be reduced by allowing R.A.F. Other Ranks to wear plain clothes off duty. THE UNDER-SECRETARY OF STATE FOR AIR Said that the number of officers whose names had been on the books of the association for finding them work during the year was 245. Of these 20 had been granted permanent and medium service commissions: 64 of them were known to have been privately placed: 33 were presumed to have been placed privately as they had failed to keep in touch with the associa- tion: 107 had been directly placed by the association, leaving only 21 who were still to be placed. High speed research would go on at Felixstowe. Speaking generally, officers were no worse off under the new allow- ances regulations. Squadron, which won the Com- Back row, left to right: AC. Hurnell, L-AC. Brisley, Sjt. White, Sjt. Newton, L-AC. Howard, L-AC. Ridd. Middle row: Sjt. Cardwell, Fit. Lt. Stanley- Turner, Sq. Ldr. Vincent, Sjt. Bailey, Flg Off. Fachiri. Front row: L-AC. Lemon, L-AC. Ceane, L-A~ Fahy, L-AC. Wiseman, Cpl. Palmer.

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ae ee See —

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560D ° The Aeroplane He did not think there was any real evidence of a desire by airmen to wear plain clothes more frequently. Str SAMUEL Hoare asked about the progress of the new College buildings at Cranwell. CapTarIn HAROLD Batrour asked why new buildings and equipment were being put up in Egypt outside the Canal Zone when the R.A.F. would be moving shortly to the Canal Zone. ReEAR-ADMIRAL BEAMISH aSked what was going on at Singapore. THE UNDER-SECRETARY OF STATE FOR AIR Said that the Air Ministry was pressing on with all possible speed with the completion of the new building at Cranwell. No work was being done in Egypt outside the Canal] Zone that was not absolutely necessary. The Air Force Station at Singapore was a Far Eastern Station and was apart from any question of policy with regard to the Singapore Base as a whole. Sir SAMUEL Hoare asked for further information about the Auto- gyro and about the Pterodacty]. He also asked for information about the development of flying-boats and the investigation into noise. LieuT -Cok. KENWORTHY Said he thought the question of noise was exaggerated. He thought research into flying in fog and dust would be very valuable. He protested that a certain gyroscopic compass was on the secret list and not allowed to be sold to the commercial user. He would like to know what arrangements we had for pooling scientific inventions, concerned with flying. with other countries. C\pTAIN BALFourR ranged himself on the side of the people who did not like noise in aeroplanes. He wanted to know whether any money was being voted for the development of gliding. soaring flight, and whether they would give practical help to the British Gliding Associa- tion. He wanted to know whether we were making any advance in night flying and getting away from the sort of ‘‘Guy Fawkes flares ” towards the American system of proper searchlights. He hoped that the money would be found for another long-distance aeroplane. He protested against civil aircraft being tested by Service pilots at Martlesham Heath and said that the cost of testing civil machines should come into the Civil Aviation Vote. REAR-ADMIRAL SUETER aSKed what research had been made into the capabilities of heavy oil engines for airships, whether they could get a better aluminium alloy than duralumin, whether they had found a substitute for gold-beater’s skin and whether gas-bag material or outer cover material had been sent to India or Egypt for climatic test. THE UNDER-SECRETARY OF STATE FOR AIR Said that three gyro- planes were at present under trial in addition to an autogyro flying- boat. A new autogyro would be ordered this year to embody all the experience obtained up to date. Progress in this type had been fairly satisfactory. There was no doubt about the possibility of its service for ordinary civil flying but for any Service purposes it would hardly be suitable. A new design of Pterodacty] had been put in hand,—a three-seater cabin aircraft with a 112 h.p. engine. A new type of flying-boat would be introduced into the Service this year. It would be selected from four types now under consideration. There were two general-purpose civil aircraft in the 1929 programme and a large twin-float seaplane. The question of noise was being thoroughly examined at the N.P.L. There was greater opportunity for gliding in Germany and on the Continent where there was more suitable country. The principle of international pooling of ideas of research had been recognised and carried out in the past. He could not say how much time was spent on civil work at Martlesham and the whole question of airworthiness was being con- sidered by the Aviation Consultative Committee. LreuT.-Cor. KENWORTHY asked for an air route from Germany to the West of Ireland and said that it could eventually be linked up with the Atlantic passage, and asked for the next Schneider Contest to be held in the Humber. He hoped the Air Minister would turn his eyes for a moment from the jungles of Africa and the deserts of Arabia and consider the industrial centres of Northern Europe. He was anxious to speed up the last part of the air route to Australia and again raised the Persian and Italian frontier questions. Mr. Everarp asked what constituted an approved light aeroplane club. The new subsidies were quite inadequate for the clubs. He would like to know how many new landing grounds and aerodromes National Flying -Services had started since the scheme came into operation. CapTaIN BALFouR aSked for better facilities for the public at Croydon aerodrome. ReEAR-ADMIRAL SuUETER thought Imperial Airways did not replace their machines frequently enough. Str SAMUEL Hoare asked for Air Stamps. THE UNDER-SECRETARY OF STATE FOR AIR Said that the difficulty with regard to air stamps was the number of small subsidiary post offices and shops. [He might have added that the assistants in these small post offices are so ignorant and inefficient that they do not know the difference between Ulster and the Irish Free State and never by any chance know the postage rates to Palestine, and therefore could not be expecced to sell atr mail stamps without making a mess of the job.—c. M. MCA.) He thought the commercial value of an air service from Germany to the West of Ireland was doubtful. The difficulty of the Calcutta to Singapore section of the Australia route was the monsoons along the Burma coast. |{Monsoons as a variation from political problems ts something to be thankful for anyhow.—Ep.|] « The last section was a matter for the Australian Government. The aeroplanes of any country could use the Baghdad civil aero- drome. The restriction upon the use of aerodromes in India applied equally to British as to Dutch aeroplanes and had been made by the Government of Indta. An approved club meant that certain qualifications were necessary before anyone could say that a club was a practical and efficient flying club. The contract with National Flying Services was that they should provide 20 new aerodromes either themselves or in conjunction with municipalities. The aerodromes provided were municipal aerodromes. A great deal was being done for the public at Croydon. AERONAUTICAL BOOKS ALL THE WORLD’S .., a. AIRCRAFT - - 230 AERONAUTICAL LAW W. Jefferson Davies - - 230 AIRCRAFT INSTRU- MENTS C. J. Stewart, O.B.E., F.R.Ae.S., M.1.M.E. - 119 TWENTY THOUSAND MILES IN A FLY- ING BOAT Sir Alan Cobhim, K.B.E. - 0110 THIS BONDAGE Commander B. Acworth, D.S.0., R.N. - - - 080 TRANSPORT CO-OR- DINATION K. G. Fenelon, M.A., Ph.D. O 6 6 THE STEEL CON- STRUCTION OF AEROPLANES Harry Harper - - - 0130 SQUADRON OF DEATH Dick Grace - - - 080 THE NAVIGATION OF AIRCRAFT Lt. Logan C. Ramsay,U.S.N. 15 0 AIR PHOTOGRAPHY Air Publication 1354 and 1355 Part I. ls. 6d. Part ll. 046 AIR NAVIGATION REGULATIONS- - 052 ABOVE AND BEYOND PALESTINE C. E. Hughes - ~ - 0110 THE RED KNIGHT OF GERMANY Floyd Gibbons -~ - - 080 THE R.A.F. QUARTERLY 0 8 0 January 1930 8s. April 1930 5s. 6d. From The AEROPLANE BOOK DEPT., CANNON HOUSE, PILGRIM STREET, E.C.4. AprRIL 2, 1930

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APRIL 2, 1930 T h e M ot h (Supplement to. THE. AEROPLANE) 561 DE HAVILLANDS ‘ - APPROVE Speedolene FOR Ref, FTH/RHS/WS. 18th March, 1930. Messrs. Silvertown Lubricants, Ltd., Minoco Wharf, West Silvertown, E.16. Dear Sirs, We note that your Speedolene P.4. ‘Aero- engine oil is manufactured to conform with the specification of the Air Ministry, and that you are in a position to issue official release notes in connection with this oil. Buy your Moth from the pioneers Take advantage of our exten- In view of the above and the various investigations we have made we are glad to approve the use of Silvertown Speedolene P.4. Aero-engine oil in connection with our aero «ngines. sive experience, which covers the whole field of. Civil Aviation. Yours faithfully, For De Havilland Aircraft Co. Ltd., (Signed) S. T. Hearle, - General Manager. MOTHS We were the pioneers in the retail sale of the Moth and sold more machines than any other firm of aircraft agents. Hire purchase and part exchange arranged. Personal attention given. Also agents for Comper Swift and all other aircraft. ieibnieieitens at HESTON. For instruction apply to BRIAN LEWIS & C. D. BARNARD ‘LIMITED Successors to MALCOLM CAMPBELL (LONDON) LTD, HEAD OFFICE: 30 CONDUIT STREET . LONDON, W.1- | SILVERTOWN LUBRICANTS LTD., _. MINOCO WHARF, | WEST SILVERTOWN, LONDON, E.16. Telebhone—MAYFAIR 7028-9 Phone: Albert Dock 1074 (5 lines). _ Telegrams-: Volumetric, Silver, London. e + . = >» ? . @. - ~ 2 - a aren ‘ * : ry _ . KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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Experience teaches ~ & AEROPLANE) The Moth RIL 2, 1930 . « SAFETY IN THE AIR EVERYWHERE. ” _WEAR AN IRVIN AIR CHUTE.— In accidents it will decide that you are going to meet “ YOUR FRIENDS, NOT YOUR ANCESTORS.”?————_+— ———2 SS THE INTERNATIONAL CATERPILLAR CLUB has now over ers | S=S-=<- IRVIN sia Sane sed PY 30 a nments, inclu Colonies, U.S.A., Beleiu um, Spain, Rus Mg ee ; eden, THE LIFE PRESERVER OF THE AIR—— fe Irving ‘Ais Chute of Great Britain Ltd., Brae ran, ) LETCHWORTH, HERTS, ENGLAND. Irvin, Letch worth, Our film “ Happy Landinas: sei rd width film, illus ‘saat Speiabe of the Irvin Air Chu atlable free OE pre tee eres al RNY ~ a geal | we {———} —= ————$s—4 —=———— ! ~ value of correct lubrication J It is ame to lubricate all bea | regularly, it is equally important ia { a lubricant a contains no foreig ne fk and which is capable of withstanding \ | changes of temperature without mi g its lubricating A gas he en gee cants harden and clog in t ntrol and 1 T ¥ ol re aoe ay oe ad 5 CA i i= ‘he : (| of decreasing the effort require 6 move hem. Tecalemit Pure Solidified Oil is PURE SOLIDIFIED OIL the perfect lubricant fo al craft and is SUPPLIED IN 112 Ib., 56 1b. or 28 lb. DRUMS pproved by the Air Ministry for use and in Eas sy Filler nae eal Il Government m (54 Ibs., 23 1b 1 1b.) TECALEMIT LTD. eeitars’. MITRE HOUSE, SCRUBBS LANE, WILLESDEN, N.W.10. — KINDLY MENTION “THE AERO ’ WHEN CORRESPONDING With ADVERTISERS.

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563 ON DE HAVILLAND HISTORY. No history of the Moth series of aeroplanes as such would be adequate without some account of the history of the De Havilland Aircraft Co. Ltd. who build the Moth. Perhaps the most peculiar fact about the De Havilland Co. is that although it is among the youngest of aircraft firms, considered as a firm, it has every right to be considered among the great pioneers of aviation as a collection of in- dividuals. And the board of directors is a most interesting example of the combination of the longest possible experi- ence with youthful energy and driving power. The firm derives its name from Capt. Geoffrey de Havil- land, who actually began to build his first aeroplane in 1908. He made his first flights with it at Highclere, near Newbury, in 1909. When the Army Aircraft Factory came into being at Farnborough Capt. de Havilland, who was already well-known as an able technician in connection with motors, was persuaded by the superintendent of the factory, Mr. Mervyn O’Gorman, to join his staff. While there Capt. de Havilland, who was a Captain in the Reserve of Officers of the Royal Flying Corps, produced several very successful aeroplanes, the most notable of which was the famous B.E. biplane. The initials stood for Blériot Experimental because the Blériot was taken as the prototype of all tractor machines just as the Farman was taken as the prototype of all pushers in the FE. class. Capt. de Havilland’s B.E. caused considerable excitement at the Military Aeroplane Trials on Salisbury Plain in 1912 ‘by going through all the tests in a way which showed its superiority over all the competing machines, though as a Government product. it was hors concours. From Capt. de Havilland’s B.E. design descended also the S.E. series. And the simple yet unmistakable lines of the B.E. and the S.E. are still recognisable in all the D.H. aeroplane designs which have now reached the astonishing number of eighty in the Moth III which is described in detail in this paper. Incidentally the distinctive. D.H. fuselage-line is very largely responsible for the consistently high performance of all D.H. aircraft. | : DE HAVILLANDS IN WAR. Shortly before the outbreak of War in 1914 Capt. de Havilland was induced by Mr. George Holt Thomas to join him as chief designer of the Aircraft Manufacturing Co. Ltd., Hendon, and there he produced the D.H.1, a two-seat pusher ‘biplane which was an improvement on the FE. class. This was followed by the D.H.2, a single-seat pusher fighter which did excellent work in the early days of the War; and by the D.H.3, a twin-engined machine which was never fully ‘developed. | Then ‘came the D.H.4, a two-seat general-purpose machine, with a Rolls-Royce Eagle engine, which was one of the greatest aircraft of the War. It had a top speed of over 130 miles an hour, 2 speed which has only been exceeded in general purpose machines within the last four or five years. Next came the D.H.5, a curious back-staggered single-seater, and the D.H.6, a training machine commonly known as the “Clutching Hand,” designed to give the slowest possible speed to simplify the training of pilots. The next design to become famous was the D.H.9, with the B.H.P. and later with the 240 h.p. Siddeley Puma en- gine,—a general purpose two-seater with a very fine perform- ance considering its low engine power,—which, when modi- fied in 1918 to take the 400 h.p. American Liberty engine, became World famous, and is to-day still the equipment of some squadrons of the R.A F. PEACE-TIME DEVELOPMENT. Following these came a- number of designs and experi- mental machines which were not put into production and | the next number to become famous was the D.H.16, which was in fact a D.H.9a with a cabin to hold four built over the rear cockpit. This was built for Mr. Holt Thomas’ firm, Air Transport and Travel Ltd., and was in effect the first British aeroplane put into regular use for civil air transport in 1919 immediately after the War. The next important product was the D.H.18, an eight- seater eabin machine with a Napier Lion engine, in which the pilot sat behind the cabin. Following this at a distance came the D.H.34, a very similar machine but with the pilot sitting in front of the wings. This type was largely used by Daimler Airways Ltd., which took over the remains of Air Transport and Travel Ltd., when that firm collapsed through being unfortunately in front of its time—and the D.H.34 was still in use in the early days of Imperial Air- ways Ltd. Then came a notable machine, the D.H.37, which was built for the personal use of Mr. Alan Butler who had just joined the firm as Chairman of Directors. Several machines of this type were built for use in Australia. After this came another quite notable machine, the D.H.50, with which Mr. Alan Cobham made his first flight to Australia: and back, and later, as Sir Alan, his first flight to the Cape and back. These have also been used con- siderably for air-line work in Europe and in Australia. THE FIRST LIGHT AEROPLANES. Then came the first of the light aeroplanes, the little D.H.53 with a Bristol Cherub or Douglas or any other twin- cylinder engine.. It was a low-wing monoplane built for the Light Aeroplane Competition of 1923, and it had quite @ success in the limited market of that period. Then, after a sequence of other designs, some of which were huilt experimentally and some of which got no further than the drawing board, came the machine which has made aeronautical history all over the World and has, if one may be allowed to put it that way, made the fortune of the De Havilland Company,—the famous D.H.60 or Moth. 7 ' THE MOTHS. _ To this series, which now includes the D.H.80 or Moth III, this Supplement of THE AEROPLANE is devoted.: Within this + wre : in 9 P 4 pote * a 2 , ; ¢ THE BUILDERS OF THE FIRM.—Left to right: Capt. Geoffrey de Havilland, Mr. F. T. Hearle, Mr Walker, Mr. Alan Butler, Mr. F. E. N. St. Barbe,—(" Aeroplane” photographs.)

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564. T h (Supplement to THE AEROPLANE) Moth APRIL Z, 1930 series comes the D.H.61, a successful cabin machine with a Jupiter or Jaguar engine, primarily produced for work on the Australian air lines and at first, for that reason, called the Canberra. During last year a machine of this type, baptised The Youth of Britain, was used by Sir Alan Cob- ham in his combined survey and propaganda tour of the British Isles. The type has since been renamed the Giant Moth. . | —. The D.H.80 represents the last word in light aeroplanes to-day. With its inverted engine, its three-seater cabin and its air brakes, and its all-round view, it is not likely to be supplanted as a type by anything better for quite a good while. Also within this series comes the Tiger-Moth, which is a long way the fastest light aeroplane in the World, as its speed on the straight is close on 200 mp.h. Another notable De Havilland aeroplane which must be mentioned is the D.H.66, known as the Hercules, one of the World’s most successful three-engined aeroplanes, which with three Jupiters is used on the Impcrial Airways route be- tween Egypt and India, and by West Australian Airways. THE Earutest ALLY. The earliest of Capt. de Havilland’s associates was Mr. 'F. T. Hearle, who worked with him at Highclere in the building of his first aeroplane, and actually flew with him in 1909 as a passenger in the second machine built there on Lord Carnarvon’s éstate. Mr. Hearle went to the Aircraft Factory with Capt. de Havilland and left there in 1912 to join Mr. Koolhoven and Lieut. John Porte, R.N., in the British Deperdussin Company. When that firm unfortunately expired he went to the Vickers Aircraft Works at Erith and in 1914 organised for that firm their new Works at Weybridge. In 1917 he rejoined Capt. de Havilland at the Aircraft Manufacturing Company in charge of the experimental shops and quite naturally he went on with him to the De Havilland Aircraft Company when it was formed in 1921. At first he was Works Manager and a Director, and a year or so ago he was appointed General Manager. The firm's unbroken success is the best evidence of Mr. Hearle’s ability. THE TECHNICAL DIRECTOR. ' The Technical Director of the De Havilland Company is Mr. C. C. Walker, who was a civil engineer until he joined the Aircraft Manufacturing Company in 1915. But his connection with aviation goes back to the Dark Ages, for he has the probably unique distinction of having actually left the ground in Sir Hiram Maxim’s steam-driven aero- plane, which was somewhere about 1905. When the De Havilland Company was formed Mr. Walker became Tech- nical Director, and still holds that position. { He is regarded throughout the Aircraft Industry as being one of the soundest and most steadily progressive aircraft designers in this country and his influence is largely ac- countable for the fact that the D.H. design policy has steadily followed that precept of Kipling which says “And keep your light so shining, a little ahead of the rest.” ' A REINFORCEMENT, The fourth personality on the Board of Directors of the De Havilland Company who has had direct influence on the production of the Moth is Mr. Alan Butler, the Chair- DAS RES MD pee oes CRESS 2 So > x ey i . RENNER 8 > he BSS . S : Stee S SSTs a4 5, AS Ss > . S SRR GO . ( y. 4! ~ . x PSX EONS aw ‘4 a 3 awaiting final inspection at Stag Lane.—(“ Aeroplane ” photograph.) man of Directors. Mr. Butler is a young man who has managed to make a very remarkable career for himself in a very short time. Unlike so many young men who inherit great wealth he is a harder worker than most of the men who are employed by his money, and he spends all his money on promoting employment. He was only just old enough to be given a commission in the Guards just before the Armistice in 1918. Since then he ‘has been all over the World, and he is qualified navigator at sea and in the air. He navigates his own yacht and he has worked his passage on the Atlantic in a cargo-boat. : By a curious stroke of Fate he paid a visit to the De Havilland Company at Stag Lane somewhere about 1921 just when the firm was going ahead and wanted more capital. He became interested in flying and learned to fly with the De Havilland Company. He became interested in the firm as a firm and put into it the money which it needed for its expansion. Since then as Chairman of Directors he has consistently pursued a progressive policy in every way. He has de- veloped into an unusually fine pilot and handles De Havil- land aircraft of all sorts and sizes with that ease which only comes to a born aviator. And on many occasions he has proved himself to be an exceptionally competent business man. The outstanding success of the De Havilland Company is in no small measure due to the fact that Capt. de Havilland, who is still the firm’s chief designer as well as being a pioneer aviator, and Mr. Alan Butler, the Chairman of Directors and a very modern aviator, are both first-class pilots and both continually demonstrate the quality of the firm’s products. Such combination is bound to give con- fidence to the firm’s customers. THE FOUNDER. In conclusion a word must be said in memory of one whose energy and foresight is largely responsible for the existence of the De Havilland Company. George Holt Thomas, who died on Jan. 1, 1929, was the first business man to recognise the outstanding ability of Capt. Geoffrey de Havilland. To him was due before the War the foundation of the Air- craft Manufacturing Co. Ltd., the greatest aircraft manu- facturing concern that has existed in this country up to the present. He also recognised the ability of Mr. Hearle and Mr. Walker, and of Mr. St. Barbe, now the Sales Manager of the De Havilland Company, to whom also is due a large share of the firm’s success. He got together this competent team. And when the De Havilland Company was formed after the Aircraft Manu- facturing Company had been wrecked by influences beyond his control Holt Thomas, who had made a great deal of money during the War, helped largely in financing the new- born De Havilland Company by selling at a depreciated price shares with which he had been paid for his holding in. the Aircraft Manufacturing Co. One has his authority for saying that every pound he put into the De Havilland Company cost him £3 of his original wealth. To his memory is due this evidence of his work in founding what is to-day one of the most successful busi-- nesses in the British Aircraft Industry.—c. a. ac.

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APRIL 2, 1930 THE DEVELOPMENT: On Mar. 2, 1925, the first D.H.60 or Moth was exhibited to the Press at Stag Lane aerodrome. The Moth was produced at the time of the first Air Ministry two-seat Light Aeroplane Competition, not to beat rules in the competition, but to provide a two-seat medium light aeroplane capable of fulfilling the practical require- ments of the then-to-be-formed Light Aeroplane Clubs and the future private owner. The 1924 Air Ministry Competition was actually designed with these points in view but as with all competitions run under complicated rules, the competing aircraft were de- signed rather to win the competition than to achieve the ideal aimed at. eu Capt. de Havilland felt he could do more for Aviation by ignoring the competition and its resultant prize money and publicity and by producing an aeroplane which would pos- sess the qualities desired, and fulfil the ultimate. require- ments of the two-seat light aeroplane. How successful his foresightedness proved is to be seen in the amazing progress and success of the Moth over a period of five years. Capt. de Havilland realised that the most desirable type of machine was one that would provide elementary and in- termediate training under conditions that would rule out the use of light freak aircraft and engines, suitable only for good aerodromes, fine weather, and exverienced pilots. This called for a simple and cheap but at the same time robust structure and the use of an engine with the, simplicity of a car or motor-cycle power-plant, and with an adequate reserve of power. An engine of this type did not exist at the time but in collaboration with Major F. B. Halford, Capt. de Havilland drew up a specification for an exgine which would conform to his requirements as the aircraft designer. The result of this collaboration was the first Cirrus engine, which was built by A.D.C. Aircraft Ltd. To A.D.C. Aircraft Ltd., therefore, as well as the De Havilland Aircraft Co. Ltd., must be given the credit for the introduction of a type of aircraft which has since become one of the most popular and most useful all over the World. , THE MoTH Mark I. In general arrangement and appearance the first Moth differed very little from the type which is flying to-day. It was built all of wood and it had the first 27/60 h.p. A.D.C. Cirrus Mk. I four-cylinder in-line engine, which was designed for this type of aircraft. The price of the first model was £885, or £902 15s. com- plete with dual ignition,— which later became standardised. Early in 1925 the Flying Club movement was inaugurated in England and the first five Clubs—London, Midland, Lan- cashire, Newcastle-unon-Tyne and Yorkshire—were equipped with the D.H. Moth. The first noteworthy performance of the Moth was a flight, by Mr. A’ J. Cobham, from London to Zurich and back, a distance of 1,000 miles, in 14 hours, on May 29, 1925. This demonstration resulted in the London press dubbing the Moth “the most practical and successful light aeroplane which the World has so far seen.” By the end of 1915 the De Havilland Comnany had settled down to turn out Moths as a production jcb. Besides the. batch which were built for the Flying Clubs, two Moths’ were built for the Air Ministry and were sent to the Central Flying School. Also ian order was placed by the Auvg- The Moth (Supplement to THE AEROPLANE) 565 OF THE D.H. MOTH. tralian Government for two Moths, to be delivered to the Royal Australian Air Force, so as to test the possibilities of the Moth as a Service training machine. Early in 1926 the Moth was adopted as the standard equip- ment for the Australian Light Aeroplane Clubs, which were established under a scheme similar to that operating in . England. ' . During the 1926 General Strike a number of Moths were suddenly called upon to do general transportation work alongside aircraft of normal size. And between May 6 and May 18 seven Moths flew 15,275 miles on work of national importance without any trouble whatsoever,—which is in- teresting and impressive. On. July 9-10, 1926, the Moth Mk. I scored its first big success when it won the King’s Cup Race round Great Britain at an average sveed of 90.4 m.v.h. for the total distance of 1,480 miles,—piloted by Mr. H. S. Broad. On Aug. 18 the price of the Mk. I Moth was reduced to £795, complete with all equipment. THE MOTH MaRK II. In the Autumn of 1926 the Cirrus Mk. II engine passed its type-tests and this engine, which was rated at 30/80 h.p., became available as a power plant for the Moth. The in- creased power made possible the development of the Moth rani seaplane, a further step in its gradually increasing use- ulness. : Short Bros. Ltd., of Rochester, already famous for six- teen years as makers of float seaplanes, produced a special set of duralumin floats for the Moth, and these have been the standard float gear for the Moth ever since. On Jan. 1, 1927, the price of the Moth was again reduced, —this time to £730. This Moth was known as the Mark II and was fitted with the 30/80 h.p. Cirrus II engine. ~ Before passing to this new type we must record an extra- ordinary courageous flight in two Mark I Moths with Cirrus II engines by Mr. Neville Stack and Mr. Bernard Leete, from England to India, between Nov. 15, 1926, and Jan. 8, 1927,—the first flight out of Europe by a light aeroplane. Mr. Stack flew the machine with which Mr. Broad won the 1926 King’s Cup Race, and Mr. Leete flew the second Moth ever built,—so both machines had previously done a considerable amount of flying. Both had been fitted with new Cirrus II engines, and had been converted to single- seaters, so as to carry more petrol. This flight vroved the value of the Moth as a machin capable of tackling the most strenuous possible flying. THE FIRST OVERSEAS BRANCH. On Feb. 7, 1927, Major Hereward de Havilland, :‘ the brother of the founder of the firm, arrived in Australia to cpen an Australian branch of the De Havilland Company. He landed at Perth with a Moth of the newest type. .The machine was erected there, and on Feb. 24 he left Perth and flew across Australia to Melbourne, where he arrived on Feb. 28, after covering the distance of 2,000 miles ‘at an average speed-of 70 m.p.h. against a constant head wind. Thus was inaugurated the first overseas branch of the company, The De Havilland Aircraft Proprietary, Ltd., under the able management of Major de Havilland, has reproduced in Australia the extraordinary success of the parent company at home. : THE VERY FIRST MOTH.—tThe first Moth with the Cirrus Mk. I engine which made its first public appear- ance in- March, 1925,

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566 T h e (Supplement to THE AEROPLANE) Moth- APRIL 2, 1930 THE MoTH X. In July 1927 the De Havilland Company announced the production of the Moth X, which was a still further im- proved version of the original Moth. The improvements were based on 23 years’ and 1,000,000 miles’ experience with this type. The principal structural modifications in the new type were the lowering of the thrust-line of the engine (which improved the cowling lines and the forward view and lessened the frontal area) and the increasing of the span and gap. ; The first accomplishment of the Moth X was a World’s Height Record for two-seat Light Aeroplanes weighing less than 400 kgs. (850 Ibs.). This was put up on July 8 by the Hon. Lady Bailey, who was accompanied by Mrs. de Havil- land as passenger. They reached a height of 5,268 m (17,283 ft.). On July 30 the Moth scored its second consecutive victory in the King’s Cup Race, when Mr. W. L. Hope, founder and manager of Air Taxis, Ltd., covered the course of 540 miles at an average speed of 92.8 m.p.h. His machine was a two-year-old Moth, Mk. I, with a 27/60 h.p. Cirrus I engine, which had previously flown 75,000 miles in training, touring, photography, and taxi- flying thereby proving most convincingly its reliability. On Sept. 1 Lieut. R. R. Bentley, M.C., S.A.A.F., left Croy- don in a Moth with a Cirrus IIT engine and in 28 days and 100 hours’ flying time reached Cape Town, a distance of 8,000 miles. This was the longest solo flight made up to that time, and it proved once again the extreme practic- ability of the Moth. For this flight Mr. Bentley was awarded the Britannia Trophy for. 1927. Early in 1928 the Royal Australian Air Force announced that it had decided to replace its standard heavy type training plane by the Moth. This decision was reached as the result of tests made with the two Moths supplied to the R.A.A.F. at the end of 1925. A first order for twelve was placed through the Australian branch company,—De Havil- land Aircraft Proprietary Ltd. By this time the production of the Moth in England had reached one a day. Included in the business of 1928 was one order for twenty Moths for the use of the Communica- tion. Squadrons of the R.A.F. In February a further reduction in the price of the Moth, this time to £650, was announced. On March 1, 1928, the De Havilland Aircraft of Canada, Ltd., the second of the D.H. associated companies, was formed in Toronto to act as a distributing and service centre for D.H. aircraft in Canada. On March 19 a demonstration of the Moth' fitted with the Handley Page automatic slot was given at Stag Lane. This demonstration showed what can be done to reduce the dangers of errors of judgment in flying. As « result the automatic slot was made an optional accessory to the Moth, and the price of this machine so fitted was fixed at £685. The combination of the slot with the balanced and power- ful controls of the Moth produced a very great advance in the direction of the fool-proof aeroplane. To cope with the additional stresses likely to be imposed on the machine and to provide a wider and serviceable base for landing in rough country the Moth was fitted with a new divided undercarriage with a wider track, and this has been the standard type for the Moth ever since. MORE TRIUMPHS OVERSEAS. S The Aero Club of India and Burma was formed in March 1927. This body organised four Flying Clubs to operatz under a subsidy scheme similar to those already operating in other parts of the Empire. In‘1928 this club decided to make the Moth its standard type, and twelve were ordered. In April 1927 the New Zealand Government announced its support for a Flying Club scheme and at the same time it adopted the. Moth as a training machine for the New Zealand Air Force. Eight Moths were ordered, four for the two proposed clubs and four for the N.Z. Air Force. . On May 12 Lieut. R. R. Bentley arrived back at Croydon from' Cape Town, this time with his wife as passenger. He left Cape Town on Feb. 20, and by the time he had arrived at Croydon his Cirrus-Moth had covered 25,000 miles with- out any trouble whatever. . This flight, taken in conjunction with his London-Cape Town flight between Sept. 1 and Sept. 28, made Mr. Bentley the first pilot to fly from London to Cape Town and back to London in a light aeroplane, and he was also the first pilot to do the journey in either direction with a passenger. One of the first foreign nations to realise the qualities of the Moth as a training machine was Chile. In May 1928 that country announced that it had decided to equip its Army Air Force with Moths. In June 1928 a firm known as the Moth Aircraft. Corpora- tion was incorporated in the U.S.A. to manufacture the D.H. Moth under licence. This company has since been absorbed with the Curtiss-Wright aviation group, the most powerful aricraft manufacturing organisation in the United States, and the Moth is now in full production in the States. THE THIRD KING’sS CUP. On July 20-21 the Moth scored its third consecutive victory in the King’s Cup Race round Great Britain. In this same race Moths were also placed third, fourth, fifth, sixth, seventh, eleventh, and twelfth. Miss Winifred Spooner, who finished in third place, won the Siddeley Trophy for being the first Club-trained pilot in a light aeroplane to complete the King’s Cup Course, besides being the first woman to score a place in this race. Mr. W. L. Hope .won this race of 1,100 miles at an average speed of 100.75 m.p.h. flying a Moth fitted with the new D.H. Gipsy engine. This was the first public appearance of this new. engine in a big event and the fact that it com- pleted the two-days’ full-throttle flying over the 1,100 mile course without any trouble marked it as thoroughly sound. THE MOTH G. The Gipsy engine, which was the joint product of the exceptional experiences of Capt. de-Havilland and Major Halford, the designer of the Cirrus engine, had been in process of development for a year. During this time, it put up a World’s Speed Record of 186 miles.an hour in the little racing Tiger-Moth (piloted by Mr. Broad) as a “boosted” engine,—in which condition it had been originally produced. For production purposes this racing engine after a long period of test was de-tuned from 135 h.p. to a nominal 100 h.p. by reducing the compression ratio and by fitting smaller valves. This engine was adopted as a standard type and the resulting machine was called the Gipsy-Moth or Moth G. R ane : RACs ay NORE Ha pane YEE, FREMERRS THE USES OF ADVERTISEMENT.—A Gipsy-Moth coupé seaplane, with coupé top removed for summer flying, belonging to a Flying Club in N.W. Finland. This demonstrates one way of making advertising pay for flying.

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APRIL 2, 1930 (Supplement to THE AEROPLANE) a 567 The GOODYEAR Air Wheel | - that there are no wheels. -It is simply a big, soft, air-filled, - ‘<INDLY MENTION “THE -AEFROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. - Since the beginning of flight, aeroplanes have used tyres adapted from the motor car—an entirely, different type of service. Now for the first time, the aeroplane has a tyre of its own, conceived and _ built for the specific purpose of cushioning several thousand pounds of weight, as it leaves or meets the ground at express train speed. This Gas iene Air Wheel euehiony a take-off or landing as no tyre has ever been able to do before. All the usual wheel failures are eliminated for the simple reason The Air ‘Wheel and its tube are mounted directly on the hub. rubber cushion, literally a wheel of air. There is reason to believe that this Goodyear development’ will render any other type of shock absorber needless. | ; 4 ! From the first landing impact Air Wheels keep the plane in gentle contact with the ground. There is neither bouncing nor pitching. Landings have been tried with one Air wheel deflated, and the loss of radial distance proved almost negli- gible. In landing with a deflated Air Wheel the tyre takes the greater share of the strain and serves asa.- cushion. Meanwhile, the hub is permitted to turn without hind- rance, providing a rolling contact with the ground, regardless of the condition of the Air Wheel. ~ For the present this Air Wheel is manufactured only in U.S.A. For further particulars write to: The Goodyear Tyre & Rubber Company (Great Britain) Limited, Wolverhampton Factories in : England, Australia, Canada and United States

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968 (Supplement to THE AEROPLANE) Mr. H. S. Broad and the Tiger-Moth in which he put up a World’s Speed Record for Light Aeroplanes of 187 m.p.hr. (300° km.p.hr.). —(‘‘ Aeroplane’? photograph.) Following on the success of the Gipsy-Moth in the King’s Cup Race on July 26, Capt. de Havilland, with Mrs. de Havilland as passenger in a Gipsy- Moth, put up the World’s Height Re- cord for two-seat Light Aeroplanes weighing less than 400 kgs. (880 lbs.) to a height of 19,857 feet. : In August the Danish Government’s decision to adovt the Gipsy-Moth as the standard service training aircraft for the Air Services was announced. A preliminary order for eight was placed with the De Havilland Company. On Dec. 7 Mr. A. S. Butler, the Chair- man of the firm, -with Mrs. Butler ‘as passenger, in a Gipsy-Moth put up a sc ) World’s Speed Record for Light Aero- - — planes by covering 100 kilometres at an average speed. of 192.864 km.p.h. (119.84 m.p.h.). Lapy BAILEY’s Tour. In January, 1929, the Hon. Lady Bailey arrived back at Stag Lane in her Cirrus-Moth after completing the greatest flight ever achieved in alight aeroplane by any pilot of either sex, and the greatest flight by any pilot flying alone. She left Stag Lane on Mar. 9 to fly to South Africa and on April 30 she reached Cape Town, flying by way of France, Italy, North Africa, Egypt, Kenya and Rhodesia. On Sept. 20 she left Cape Town to return to England, and, as she could not get permission to fly over the Southern . Soudan section of the route without escort, she decided to go round by the West Coast of Africa and return that way. She arrived back at Stag Lane on Jan. 16, 1929, after having made a vovage of approximately 18,000 miles all by herself. Mr. BENTLEY AGAIN. Also in 1929 Mr. Bentley completed his second England- Africa-and-return flight, also in a Moth with the 85/95 h.p. Cirrus III engine. . He flew from England to Cape Town between Oct. 19 and Dec. 22, 1928, with Mrs. Bentley as passenger. On July 10, 1929, he left Johannesburg with an American business man on a charter flight to Berlin, and thence he flew to London, where he arrived on Aug. 26. Mr. Bentley is the only pilot to have made four flights between England and South Africa. The total distance of approximately 32,000 miles was flown in the same Moth, G-EBSO, in which he made the first flight by a light aero- plane to South Africa. MORE PuBLIC TRIUMPHS. In the 1929 King’s Cup Race sixteen Gipsy-Moths started and of these fourteen finished. In the race for the King’s Cup Moths finished second, third, fourth and fifth, and in the contest for the Siddeley Trophy which was run in con- junction with the King’s Cup Race Moths finished first, second, third, fourth, fifth and sixth. The Moth was only beaten for first place by a Gloster Grebe with an engine of four times the power of the Gipsy. ‘And though two Moths in the race retired neither of them did so because of mechanical trouble. The Moth °° APRIL 2, 1930 — x tn i Cn im ap _ Two other notable achievements in 1929 were the win- ning of the first prize in the Heavy Category of the Challenge Internationale de Tourisme (The Tour of Europe), in competition with aircraft of many other nations, and the winning of the Coupe Zenith for light aircraft. In winning this Trophy the Gipsy-Moth, carrying pilot and passenger, with a perfectly standard engine, flew a circuit of France with five compulsory stops at an average speed of 112.5 m.p.h. Mr. Hubert Broad was the pilot in each event. During 1929 the production of the Gipsy-Moth reached nearly three a day, and even then at times production could not keep pace with the demand. In the month of January alone 60 Moths were delivered to their buyers; a remark- able exposition of the popularity of this type.—which is the first British civil aircraft to be turned: out in quantities. UNIVERSALITY. By the end of the year 1929 Moths were being used ag the standard training machine by the following Flying ‘pervices:—The Royal Air Force, The Royal Australian Air Force, The Royal Canadian Air Force, the South African Air Force, The New Zealand Air Force, The Irish Free State Air Force, the Chilean Military Air Force, the Italian Regia Aeronautica, the Royal Danish Army and Navy Air Ser- vices, the Greek Naval Air Service, the U.S. Army and Navy Air Services, the Portuguese Naval Air Service, the Royal Roumanian Air Service, the Royal Yugo-Slavian Naval Air Service, and the Spanish Army Air Service. Practically every Flying Club in the British Emovire was using Moths and other countries which have followed our example in the establishment of Flying Clubs have also chosen the type of machine that has proved its worth as a training machine Thus there are Flying Clubs useing Moths in Finland, Sweden, Switzerland, Portuguese East Africa, U.S.A., Yugo-Slavia and Italy, to mention, but a few. Private. owners all over the World continually exprases their complete satisfaction with the performance and capabilities of the Moth and the Gipsy Engine. Commercial companies are using the Moth for mail and light transport, air photography, survey, passenger carry- ing, instruction, etc. And, judging from the satisfaction given, there seems to be no limit to the usefulness of this amazing aeroplane. ‘> a WITHIN THE ARCTIC CIRCLE.—The Moth seaplane the Swedish Expedition in Spitzbergen in 1928. This machine rescued Capt. Lundborg under difficult conditions. which was used by Nobile Rescue

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570 (Supplement to THE AEROPLANE) The Moth APRIL 2, 1930 THE D.H. GIPSY MOTH. The latest version of the Gipsy-Moth is of the metal- fuselage type. This is now produced in two distinct ver- sions, one with the standard Gipsy I engine of 85/100 hIup. and the other with the new Gipsy IT engine of 100/120 h.p. The following description covers both types. Where they differ due reference will be made. WINGS. The Gipsy-Moth is a single bay biplane with wooden wings, which fold by hingeing the rear spar fittings. The standard Gipsy-Moth has wings of Raf.-15 section, but the model with the Gipsy II engine has a section known as the R.A.F. Training section, which is particularly applicable to machines required for advanced training and aerobatics. Both types of wings are built up of spindled spruce spars, sprucé and plywood ribs, and steel tube drift-struts, and are covered with fabric. The top wings are attached to a centre-section, which is carried above the fuselage by steel tube struts so arranged that no side-bracing interferes with access to the front cockpit. Interplane struts are of spruce and the wings are braced with streamline wires. Ailerons are mounted on the bottom planes only and are operated by the well-known D.H. dif- ferential control. Handley Page automatic slots, when fitted, are on the top planes. FUSELAGE. The fuselage is built up of two welded steel tube sides and all the welded joints are reinforced with flat stéel plate joints. The two sides are assembled together by cross-tubes bolted to the side-frames and the rear section of the fuselage. is braced with duplicated steel wire and turn-buckles. The domed deck of the fuselage is a plywood structure and the whole is covered with fabric, which is supported on the sides by wooden stringers. Tar. UNIT. The tail of the Moth is a wooden framework covered with fabric. The tail-plane can be adjusted on the ground and a spring elevator-control maintains longitudinal trim in the air. This is operated by a lever in the pilot’s cockpit, and thus the elevators can be spring-loaded to any required degree to allow the machine to be flown “hands off” at all speeds and throttle-settings and with varying dispositions of load. UNDERCARRIAGE. The undercarriage is of the split type and consists of two THE D.U GIPSY-MOTH. spring-legs with rubber-in-compression springing and Ferodo clamping, the bottom ends of which are hinged by two short bent axles to a stayed steel-tube Vee under the fuselage. The spring-legs are braced by two radius-rods running for- ward to the base of the fire-proof bulkhead. All the neces- sary joints have ample bearing surfaces and ~ Tecalemit ” greasing nipples. The tail-skid is of the steerable type, and shocks are taken by a steel coil-spring. The skid is shod with an easily renewable manganese-steel shoe. The wheel undercarriage may be replaced by a pair of Short all-metal floats, or the wheels may be changed for skis. POWER PLANT. Either the 85/100 h.p. Gipsy I or 100/120 h.p. Gipsy I engine is installed. The engine is mounted on rubber blocks clamped within steel housings directly on the side-frames of the fuselage. The engine is almost completely encowled and it is cooled by a scoop on the right side, which directs the airflow evenly round the four cylinders. Fuel is carried in a tank in the centre-section, and petrol is fed by gravity through copper tubing to a large filter on the fire-proof bulkhead and thence by flexible tubing to the carburetter. Oil is carried in the sump of the engine. ACCOMMODATION. The crew of two is accommodated in tandem open cock- pits. The dual controls are mounted in a complete unit in a box which passes through each cock-pit. The front control-column and rudder-bar may be removed if the machine is not wanted for dual training. No pulleys are used in the control-system but all turns are worked by levers and all pivots work on well-greased ball-races. Where cables are used they are straight. Rudder- bars have adjustable pedals. Aileron control is on the well- known D.H. differential system, and the elevator control in- corporates a spring-loaded device for maintaining longi- tudinal trim under all conditions of load and speed. A very complete set of instruments, on a Smith unit dash- board, is fitted in the pilot’s cockpit. Im the training type this is augmented by a turn-indicator and a Hughes Mk. IIIa aperiodic compass. Cockpits in both types are comfortable and free from draughts. Parachute seats and Sutton harness for advanced aerobatics are standard in the training type. Where additional comfort is needed a special coupé top may be supplied as standard, or may be bought as a separate 85/100 hep. D.E. Gipsy Engine.

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Apro, 2, 1930 iP h e M O C h (Supplement to THe AEROPLANE) 572 STANDARDISED FOR THE MOTH The de Havilland Aircraft Co., Ltd., have standardised &tar Ball Bearings for their famous MOTH Light Aeroplane and Gipsy Engines since its introduction. Sta Bearings have played their part in the many records which the Moth has gained, including the World’s Speed Record for 2-seater Light Aeroplanes, the World’s Altitude Record (4 miles high, the World’s Endurance Record (24 hours in the air) and the King’s Cup Race. Sryar Bearings are made from the highest quality carbon chrome steel—hardened throughout—and are designed and constructed to give a long life of unfailing performance. The scar Organisation, as the World’s largest manufac- turers of Ball and Roller Bearings, is in a unique position to render technical advisory Service to the Aircraft designer, and such service is gladly offered, without obligation. Branch Office in ever important town of both hemispheres, oe BALL BEARINGS of Star Bearings as used in MOTH components. The Moth Aero- plane and Sar Bearings are both in world-wide service. There is an Sap THE SKEFKO BALL BEARING CO., LTD., HEAD OFFICE & FACTORY: LUTON, BEDS. OTHER &£4F FACTORIES IN SWEDEN, FRANCE, GERMANY, G4EGHOSSELOVAKIA, RUSSIA” AND THE U S.A. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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-_ 572 (Supplement to THE AEROPLANE, 4% h e Moth APRIL 2, 1930 THE STANDARD MODEL.—A standard Gipsy-Moth with the 85/100 h.p. Gipsy I engine.—(“ Aeroplane’ photograph.) unit for attachment to any standard Moth. This top makes the use of special flying clothing unnecessary. For use in cold climates a special cock-pit heater may be incorporated. " The performance of the Coupé Mott is slightly superior to that of the standard type because the covering gives a better streamline than the open type. which causes eddie round the windscreens and cock-pit openings. SPECIFICATION. LANDPLANE (85/100 H.P. Gipsy I ENGINE). DIMENSIONS.—Span 30 ft. (9.15 m.), Length 23 ft. 11 in. (7.3 m.), Height 8 ft. 93 in. (2.68 m.), Width folded 9 ft. 10 in. 43 m.). WEIGHTs.—Weight empty 900 lbs. (408 kgs.), Crew 320 lbs. (145 kgs.), Petrol and oil 159 lbs. (72 kgs.). Baggage, etc., 371 lbs. (168 kgs.). Weight loaded (normal C. of A.) 1.750 lbs. (793 kgs.), Weight loaded (Aerobatic C. of A.) 1.550 Ibs. (703 kgs.). PERFORMANCE.—(1,650 lbs.—748 kgs.): Speed, max., 102 m.p.h. (164 km.p.h.), Speed at 5,000 ft. (1,525 m.) 97 m.p.h. (156 km.p.h.), o ruising speed at 1.000 ft. (305 m.) 80-85 m.p.h. (129.136 km.p.h.), Stalling speed 45 m.p.h. (72 km.p.h.), Initial rate of climb 500 ft./min. (153 m..min.). Climb to 5,000 ft. (1.525 m.) 13 mins., Climb to 10.000 ft. (3.050 m.) 35 mins., Absolute ceiling 14.500 ft. (4.420 m.). SEAPLANE (85/100 H.P. Gipsy I ENGINE). DIMENSIONS.—Span 30 ft. (9.15 m.), Length 24 ft. 10 in. (7.59 m.}, Height 10 ft. 14 in. (3.09 m.), Height above water-line 9 ft. 2} in. (2.81 m.). ; WEIGHTS.—Weight empty 1.015 lbs. (462 kgs.), Crew 320 lbs. (145 kgs.), Petro] and oil. 159 Ibs. (72 kgs.), Baggage, etc., 256 Ibs. (114 Kgs.), Weight loaded (normal C. of A.) 1,750 lbs. (793 kgs.), Weight loaded (Aerobatic C. of A.) 1,550 los. (703 kgs.). PERFORMANCE.—Speed, max.. 98 m.p.h. (158 km.p.h.), Speed at 5,000 ft. (1.525 m.) 92 m.p.h. (148 km.p.h.). Cruising speed at 1,000 ft. (305 m.) 75-80 m.p.h. (120-129 km.p.h.), Stalling speed 43 m.p.h. (69 km.p.h.). Initial rate of climb 480 ft./min. (164 m./min.), Climb to 5,000 ft. (1.525 m.) 14 mins., Climb to 10,000 ft. (3,050 m.) 40 mins., Absolute ceiling 13,000 ft. (3,960 m.). THE POWER UNIT.—The mounting of the Gipsy I engine in the Moth fuselage.—(“ Aeroniane ** photograph.) ‘ C Sen OSS

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574 (Supplement to THE AEROPLANE) The Moth APRIL 2, 1930 D.H. MOTH-THREE. THE LATEST MOTH.—The first produ‘tion Moth-Three flying over Edgware.—(“ Aeroplane ’’ photograph.) The latest development of the De Havilland Aircraft Co. Ltd. is a two-, or occasional three-, seat enclosed cabin light monoplane known as the D.H.80 or Moth-Three. This machine has not been designed as a replacement for the now World-famous Gipsy-Moth, but as a completely new type to provide a comfortable and fast cabin aeroplane to fill the requirements of those private owners and other users who desire something more luxurious than the standard open cockpit biplane, and a higher performance. The Moth-Three is intended to be normally a two-seater, but the cabin is wide enough aft to take two passengers in slightly staggered seats. An ingenious arrangement of seats and controls is provided to allow the machine to be used as a two-seater with dual control or a three-seater with the pilot in front. The problem of good vision has been given special atten- tion in this machine and the view provided is the best to be had with this type of aircraft. It is far superior to that provided by any single-engined cabin machine that has yet been built. The Moth-Three has for its power plant the new inverted | Gipsy III engine, a description of which appears elsewhere. THE D.H. MOTH- THREE. WINGS. The wings are of the high-wing, rigidly-braced type and are arranged to fold round the rear-spar joints. They are of all-wood construction, of the usual D.H. type and are covered with fabric. The wing-roots are tapered in thickness to their points of attachment to the fuselage so as to make as little blind surface as possible for the oc- cupants of the cabin. These roots are attached to the top fuselage longerons by two fittings, the front one a locking-joint and the rear one a hinge-joint. The wings are braced to the bottom fuselage longerons by two Vees of streamline steel tube, the apices of which are at points directly below the rear-spar hinges, so that the wings may be folded without interfering with the wing- bracing. A small jury strut is carried on either side of the fuselage, which can be. swung up and attached to the front-spar fitting when the wing is folded to take the weight of the front corner of the wing. This is only a precaution to guard against possible damage in the event of the machine being man-handled over rough ground in a folded condition when the wing-tanks are full. 100/120 h.p. D.H. Gipsy If engine. Ren: Google — —

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APRIL 2, 1930 (Supplement to THE AEROPLANE) 575 WN N SPECIAL AIRCRAFT PLUGS approved and recommended by THE DE HAVILLAND AIRCRAFT CO. LTD. Model ASS Model A21 12 m.m. size 18 m.m. size (as illustrated) for Cirrus and Hermes for Gipsy engines. Sole manufacturers i LODGE PLUGS LTD., RUGBY, ENGLAND. On A.I.D. Air Ministry Approved List. ¥ & 8 A 1 aca KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Digitized by Google

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APRIL 2, 1930 . T h eC. M O t h (Supplement to THE AEROPLANE) 577 Topical” photograph. CELL The dope of proved efficiency The above photograph illustrates two Moths delivered a short time ‘ago to the Asiatic Petroleum Co. These machines are finished in a special Cellon colour scheme. Cellon Dope and Cerric Lacquers are made in all colours to suit any colour scheme. Specify Cellon for your Moth. Cerric Cellulose Lacquers comply with D.T.D. Specifications for metal parts, cockpits, propellers. Particulars on application. CELLON, LTD., Upper Ham Road, KINGSTON-ON-THAMES. (Contractors to H.M, and Fereign Governments. ) Telephone: - Telegrams: ape Ble — Kingston 6061 (5 lines). AJAWB, ‘Phone, Kingston-on-Thames.” Po ELE PE eos era CVs. 4 : P | KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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578 (Supplement to THE AEROPLANE) APRIL 2, 1930 “eg! nenipy: S ‘ THE MOTH-THREE.—On the left, the wing root and the trailing-edge flap which hinges up to facilitate folding the wing. On the right, the attachments to the spars of the fittings for wing-bracing struts. it has a high top speed and a very flat glide. The action of the air brakes is to make the normal angle of glide steeper and increase it from about 1 in 11 to approximately 1 in 7. The effectiveness of the air-brakes may be judged by the fact that, if put into action when flying, and not when merely landing, they reduce the top speed from round about 130 m.p.h. to about 95 m.p.h. In other words, the air- brakes reduce the gliding speed of the Moth-Three to that of the Gipsy-Moth at will by a very simple and practical means. The result is that although the Moth-Three has a very high performance, the provision of this performance does not interfere with the landing qualities of the machine. A steerable tail-skid is provided and this will be replaced later by a tail-wheel when suitable wheel-brakes of a small size have been developed for the Moth-Three. POWER-PLANT. The power-plant of the Moth-Three is the new D.H. Gipsy III four-cylinder-in-line inverted air-cooled engine. The use of an inverted engine improves the forward view from the pilot’s seat to an extent not yet provided in any other machine. It also reduces the noise in the cabin and gives a higher thrust-line, which last advantage allows the whole vibration. ckid. THE MOTH-THREF.-—On the left, the front engine-bear>r socket, show- ing the rubber buffer which absorbs On the lIeft the tail- machine to be lower on the ground, with a corresponding increase of ground stability and of accessibility to the cabin and engine, and yet adequate ground-clearance for the airscrew. The engine is almost entirely cowled-in. The side cowling is arranged in two panels, one on either side, hinged along their top joints. By undoing two quick-releases at the bottom either panel may be opened upwards to give access to all engine accessories. By undoing four wing-nuts the whole top cover may be removed and the engine is then completely exposed. The cooling of the engine is by a vertical slot in the nose-cowling which connects with a scoop, which is an in- tegral part of the engine. The two fuel-tanks are carried one in each wing and two different sizes of tanks may be supplied, one of 22 gallon and the other of 35 gallon total capacity. The tanks are of welded aluminium, and each tank has a combined petrol-gauge and sludge-collector and pipe-con- nection, which only causes the welding of one fitting to the tank. Petrol is led to the engine by gravity through in- ternally and externally armoured flexible tubing. The oil-tank is mounted on the left side of the fuselage and the oil is cooled by the air flow over its side. 2 Q. Q OMIT aa

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APRIL 2, 1930 The Moth without equal to that of a new engine! Sealed Reliability Tour commenced on Dec. 28th, 1928, when a standard Gipsy engine was mounted ina standard Moth and sealed throughout by Government officials, making replacements impossible without breaking seals. For nine months the engine ran faultlessly, lubricated with CAS- TROL XXL,receiving routine attention only except for the correc- tion of a minor magneto fault. The consumption of CASTROL XXL averaged .45 pints per hour, or nearly 1500 miles per gallon. A great tribute to the quality of A\tter 51,000 Miles decarbonisation, performance THE DE HAVILLAND AIRCRAFT Co LTD _STAG LANE AERODROME EDGWARE MIDDLESEX CONTRACTORS TO THE AIR MINISTRY AS 8UTLC8 Cherrace Felephon | a ees Oe Mavi ann pmaes 6160-6:63 co. PAC @ aAmincy cue ov tang fehined COs Zelegra ms MAN ANO * PONE - COGwaRre” £A8LES BONNEY COD, 9th October 1929, | Ref. FTHAW. Messrs. C.-C, Wakefield & Co. Ltda. Wakefield House, Cheapside. E.C. 2,! Dear Sirs, You will undoubted that the SEALED GIpPSyY Engine : 600 Hour Reliability Trial, y be pleased to hear 48 now completed its \ and opened it for Inspection. we have now unsealed flown in aaaieice Sal eee aes pees neve Been z nnin sreceg onelusion of this trial, the poefornanca oo Checked and found to b of a new Engine. e equal, in every way,’ to that The way in. | maintained ite sh See GIPSY Engine has | without decarbonisation is oe a1, normous mileage, Yours ‘faithfully, *. FOR THE DE HAVILLAND AIRCRAFT co. ALA de, | DIRECTOR. ' LTD. WAKEFIELD CASTROL XXL Cc. C. WAKEFIELD & CO., LTD., All-British Firm, Wakefield House, Cheapside London, E.C.2 KINDLY MENTION ‘“ THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS. (Supplement to THE AEROPLANE) 579

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The 580 (Supplement to THE AEROPLANE) ACCOMMODATION, The cabin, as has previously been noted, has normal ac- commodation for two, but can hold three when necessary and without crowding. The front seat is the regular pilot’s seat, and in front, below the wind-screen, is a Smith’s unit instrument board. Below this is a large map-board, which folds up and dis- closes a locker for maps and small personal luggage. The instruments fitted will be very complete and will include a turn-indicator and an 8-day watch. Besides the normal control-column and rudder-bar, the engine and tall- adjusting controls are on the left and the air-brake lever on the right. On either side of the pilot’s seat are the two cabin doors. These are very wide and at the top are the full width of the space between the two wing-fittings. To make access to the rear seats of the cabin easier the pilot’s seat is arranged to swivel and this movement is controlled by a spring fitting behind the seat. The normal second seat is mounted on a skew runway and may be slid along from its normal place on the centre-line - ‘ — . . yh Sa ¢ o : — . > r a as ~ =) athe - 5 =e : = THE MOTH-THREE.—The general czrancement of the accommodation of the THE MOTH-THREE.—The front view of the latest member of the Moth series. —(‘“‘ Aeroplane’’ photograph.) = mm \ ae Moth of the cabin forward and sideways towards the right side of the cabin to make room for a third seat to be placed slightly aft of it on the left side The leg room for the two back seats is ample, and behind the seats there is plenty of room for the stowage of light luggage, suit cases, etc. : The controls are very similar to those fitted to the Gipsy- Moth and are all mounted within a central box running along the middle of the cabin. The front control-column and rudder-bar are fixed, but the rear control-column may be removed by withdrawing a safety-catch, and the rear rudder-bar, which is normally under the pilot’s seat, may be taken out by lifting out the pilot’s seat. All the control gear is below the cabin floor, but inside the bottom fuselage fairing. The two control-columns are pivoted to a lay-shaft which has at its rear end a lever which transmits the side move- ments to the ailerons through cables. Fore-and-aft motion is transmitted by link tubes to a fitting aft of the cabin, and thence by straight cables to the elevators. \ ——s SSS ——=68 — ig ta aah cabin of the TMoth-Three. The diagram at the bottom shows how the back seat may be moved to the right to make room for a third seat. ahh echs Google

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APRIL 2, 1930 T h e : M O t h | (Supplement to THE AEROPLANE) 581 Capt. H. S. Broad with his M.G. Midget Sportsman’s Coupe and a Moth Three A Sporting Double The very latest thing in economical transportation by air and by land. Captain Broad, the well known test pilot of the De Havilland Aircraft Co. Ltd., with the new MOTH THREE and his M.G. MIDGET SPORTSMAN’S COUPE—his third M.G. Car. The MOTH THREE has a top speed of over 125 m.p.h., covers 18 miles on a gallon of petrol, while its running costs are no higher than those of the standard open cockpit Moth. The MOTH THREE seats 3 people in comfort and embodies ample luggage space for doing a prolonged tour with special provision for the accommodation of such things as golf clubs, guns, fishing - tackle, cameras, | rations and whatnot, | The M.G. MIDGET SPORTSMAN’S COUPE has a top speed of over 60 m.p.h., covers over 40 miles to the gallon of petrol. There is exceptionally large luggage accommodation while the sliding roof provides the joys of an open car at will. 8/33 M.G. Midget Sports from £185 18/80 M.G. Six Sports from £510 ELI Tiitriifiiiiiliiiiriiriititiii tt TLL CLL LLC LOULL LCL LOL COOOL OCCOL OCLC L Orr BEBRGGGECRSRRERE CERNE EBD i Oye rrr yryryyryirrrrrryrtiititiit Y : The M.G. Car Company, Abingdon- on- heen Wire: KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 582 (Supplement to THE AEROPLANE) Moth APRIL 2, 1930 Rudder cables run within the box to a cross lever in the same location aft of the cabin as the elevator levers and further cables lead direct to the rudder. Unsplinterable glass windows extend along the sides of the cabin and round the front. Transparent panels in th2 roof give good visibility upwards and backwards, which is increased by the thinning of the wing-roots and the slighi doming of the sides of the roof, to a fairly flat angle side- ways over the wings. Three standard finishes for the interior of the cabin will be provided. These will be in blue, maroon, and brown leather fabric. Every effort has been made to deaden noise. All windows are mounted on thin filets of sorbo rubber and the side walls of the cabin will be double with noise-deadening material between. The whole machine shows a great amount of clever thinking over the problems of producing a light machine with high performance and providing a déegree of com- fort yet unattained in this type of machine. SPECIFICATION. Landplane. DIMENSIONS.—Span 36 ft. 9 in. (11.2 m.), Length 25 ft. (7.6 m.), Span (folded) 13 ft. (3.95 m.), Length (folded) 26 ft. 3 in. (7.98 m.), Chord (max.) 6 ft. 6 in. (1.98 m.), Wing area 222 sq. ft. (20.6 sq. m.). WEIGHTs.—Weight empty 1,150 Ibs. (522.1 kgs.), Fuel and oil 178 Ibs. (80.8 kgs.), Disposable load 572 lbs. (259.7 kgs.), Weight loaded 1,900 lbs. (862.4 kgs.). PERFORMANCE.—Speed, max., 125 m.p.h. (200 km.p.h.), Cruising speed 105 m.p.h. (168 km.p.h.), Stalling speed 48 m.p.h. (76.8 km.p.h.), Initial rate of climb 660 ft./min. (200 m./min.), Service ceiling 13,000 ft. (3,950 m.), Range (small tanks) at cruteine speed 440 miles (700 kms.). Seaplane. WEIGHTS.—-Weight, empty 1,290 lbs. (585.6 kgs.), Fuel and oil 178 lbs. (80.8 kgs.), Disposable load 432 lbs. (196 kgs.), Weight loaded 1,900 Ibs. (862.4 kgs.). ‘ PERFORMANCE.—Speed, max., 123 m.p.h. (196.8 km.p.h.), Cruising speed 105 m.p.h. (168 km.p.h.),° Stalling speed 47 m.p.h. (75.2 km.p.h.), Initial rate of climb 645 ft./min. (196 m./min.), Service ceiling 11,500 ft. (3,500 m.), Range (small tanks) at cruising speed 430 miles (670 kms.). Price.—Landplane £1,000, Seaplane £1,250. THE D.H. GIPSY ENGINE. The De Havilland Aircraft Co., Ltd., entered the Aero- engine Industry in 1927 when they produced the Gipsy en- gine as a power-plant for light aeroplanes. The Gipsy engine was designed by Major F. B. Halford, the designer of the B.H.P. engine (which later became the Siddeley Puma) and of the Cirrus engine, 1n collaboration with Capt. Geoffrey de Havilland, the founder and present Managing Director of the De Havilland Company. The Gipsy engine was produced by the De Havilland Com- pany to provide a power-plant suitable for the aeroplane of the private owner, Flying Club and Flying School at from one-half to one-third the cost which would be considered reasonable for any other class of aero-engine. The conditions to be fulfilled by such a light aeroplane en- gine may be summarised as follows :— (i) It must have sufficient power to take a fully-loaded aeroplane off a small and sticky aerodrome without an unduly long run and the margin of power must be ample so that cruising speed is obtained with @ small throttle opening; (ii) It must be absolutely reliable and ical so with the minimum of attention; (iii) It must be easy to start under all eiimatic conditions; (iv) It must run satisfactorily on any brand of No. 1 petrol and on any good lubricating oil; (v) It must be simple, accessible and easy and cheap to maintain; (vi) It must be capable of running if necessary at least 150 hours between top overhauls and at least 400 hours between complete over- hauls; (vii) It must be reasonably quiet but not unduly heavy. On top of all these essentials the use of the simplest, soundest and least expensive of materials is required to keep the initial and running costs of the engine within reasonable limits. The ultimate design chosen was a four-cylinder in-line air-cooled engine and a series of six engines was produced to give an output-of 150 h.p. at 3,000 r.p.m. The first engine was built and running in June, 1927, and this engine was put into the D.H. Tiger Moth, a small, low- powered research machine which the De Havilland Company built to examine just how far performance could be in- LOE ORR Gift ORR I ECS Toe ie LIN 2 THE GIPSY I ENGINE —Side ana rear views of the standard Gipsy engine, which has made a name for itself creased by merely cutting down head-resistance rather than by the more wasteful method of increasing horse-power. . In this machine, owing to airscrew problems, the engine- speed was kept down to about 2,500 r.p.m., which gave be- tween 120 and 130 h.p. The Tiger Moth, piloted by Mr. Hubert Broad, put up a World’s speed record for single-seat aircraft weighing less than 350 kgs. (770 lbs.) by making a speed of 300.1 km.p.h. (186 m.p.h.) over a 100 km. circuit, which meant doing 200 m.p.hr. on the straight. After a: year’s experimental period, during which over one thousand hours were run with the engines both in the air and on the test-bed, the output was reduced to 100 h.p. at 2,100 r.p.m. and an engine was submitted to the Air Ministry Type Test. In this respect the Gipsy was the first engine to complete its type-test running on ordinary No. 1 vetrol,—a very im- portant feature when the requirements of this type of engine are borne in mind. In the last hour of the type test, during which an engine must be run at full throttle and maximum speed, the Gipsy developed over 97 h.p. at 2,100 r.p.m. Throughout the entire test the oil consumvtion averaged under half-a-pint per hour. The first aircraft to be fitted with the Gipsy engine was, perhaps naturally, the D.H. Moth, but the immediate suc- cess of this engine in this machine soon resulted in its installation in several other types of British and foreign light aeroplanes. During 1928 two more World’s Records were won for Great Britain by the Gipsy engine. On July 27 Capt. de Havilland, with Mrs. de Havilland as passenger, reached a height of 19,857 ft. in a standard Moth biplane and on Dec. 7 Mr. Alan Butler, Chairman of Directors of the De Havilland Company, with Mrs. Butler as passenger, put up a Speed Record for two-seat light air- craft weighing less than 400 kgs. (880 lbs.) by flying at 192.86 km.p.h. (119.7 m.p.h.) over a 100 km. circuit, this time in a special coupé Moth biplane. A standard Gipsy-Moth flown “by Mr. W. L. Hope won STREAMS SNES 3S SES, TRESS SS all over the World.—(‘ Aeroplane” photographs.)

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Aprit 2, 1920 The Moth (Supplement to THE AEROPLANE) 583 Magnetos NOTABLE ACHIEVEMENTS ‘The Schneider Trophy Contest, 1929, Ist Place. The World's Air Speed Record - 357°7 m.p.h. Ist & 2nd Places in every King’s Cup Air Race. Ist & 2nd Places in every Aerial Derby. First Non-stop Flight to India. World’s Metor Boat Speed Championship. German Motor Boat Speed Championship. World’s Speed Record for Cars , These and many similar achievements demonstrate the ABSOLUTE RELIABILITY OF B.T.H. MAGNETOS. The British Thomson-Houston Co., Ltd. ELECTRICAL ENGINEERS AND MANUFACTURERS Alma Street - Coventry Works: COVENTRY, RUGBY, BIRMINGHAM,. WILLESDEN and CHESTERFIELD. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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|: 584 The (Supplement to. THE AEROPLANE) Moth ApriL 2, 1930° the 1928 King’s Cup by flying 1,100 miles round England and the south of Scotland at an average speed of 100 m.p.h. This was the first big public test for the Gipsy engine and the fact that it stood two days’ hard flying at full throttle stamped it as a thoroughly reliable engine capable of stand- ing up to any treatment likely to be met under almost any conditions. In July, 1928, Mr. Hubert Broad put up an unofficial dura- tion record of 24 hours in a standard Gipsy-Moth, during which he covered a distance of about 1,440 miles. This, if flown in a straight line, would have easily beaten the World’s Distance Record for light aircraft. On this flight the en- gine consumed an average of 2} gallons of petrol per hour and the oil consumed in the 24 hours was only 11 gallons. In 1929 a standard Gipsy-Moth flown by Mr. Hubert Broad and carrying a passenger won the first prize in the “ Heavy Category,” that is for two-seat machines weighing between 350 and 400 kgs. (770-880. lbs.), in the Challenge Inter- nationale de Tourisme, a particularly gruelling contest which involved a tour of Europe, 3,907 miles’ long, taking the competitors over particularly difficult country under very indifferent weather conditions. During this tour Mr. Broad maintained an average sveed of 96 m.v.h. Another fine performance with a standard Gipsy engine was the winning of the 1929 Coupe Zenith by Mr. Broad in a special Moth couvé biplane. This involved flying, with a passenger, a circuit of France, 1,044 miles long, with five compulsory stops, at an average speed of 1125 m.p.h. This speed, which was computed on the total elapsed time for the whole circuit, including the stops, was nearly 30 m.p.h. faster than the next competitor. THE SEALED ENGINE TEST. The crowning achievement of the year, however, was the successful conclusion of a 600 hours’ Reliability Tour by a Gipsy engine in a Moth biplane. - 1% This tour was begun on Dec. 27, 1928, and was continue for nine months. A standard Gipsy engine was taken at random from the ordinary production line and after instal- lation in the machine was sealed all over by-ofificials of the Aeronautical Inspection Directorate of the Air Ministry. The sealing was such that it was impossible to do any work or make any adjustments on the engine without breaking the seals. The machine was then put to the task of flying for 600 hours without overhaul, repair or .replacements,. the. Moth. to cruise, as far as possible, at a constant speed of 85 m.p.h. For nine months this engine ran faultlessly The only attention that was given to it was confined to occasional routine cleaning of filters and sparking plugs, checking of contact-breaker and valve clearances and the correction of a minor defect in the impulse starter mechanism of one magneto. ; Throughout the enormous mileage of 51,000 miles not the slightest trouble whatsoever was exverienced. tas At the conclusion of the 600 hours’ test the engine was put on the test-bench, where it showed a drop in output of only 2.5 h.p. in spvite of the fact that no decarbonising had been done and the valves had not been reground. For the total running time of 661 hours, which included bench-tests, taxying and running-up, the engine showed a petrol consumption of 43 gallons per hour, or 194 miles to the gallon, and an oil consumption of 0.45 pints per hour, or 1,400 miles to the gallon. . This represented a cost in petrol and oil of 1d. per mile flown. No automobile engine in any cate- gory has ever put up such a perform- ance. After the test the engine was then taken down and every part was sub- jected to a searching scrutiny under the supervision of the AI.D. It was found that the cost of replacements necessary to recondition the engine for a renewal of its certificate of airworthi- ness was £7 2s. 1ld. These replace- ments were, without excention, con- fined to those inexvensive and easily- renewable parts in which slight wear is exvected under vrolonged service in anv internal combustion engine. . This verformance, unapproached within fiftv ver cent., so far as is known, by anv aero-engine in the World of whatever size. provides a convincing indication of the high standard of design and workmanshin by the De Havilland Aircraft Co. Ltd. THE GIPSY II ENGINE.—Rear and front views of the new 120 h.p.. Gipsy: engzne —(‘‘ Aeroplane’ photographs.) / THE GUARANTEE. In December, 1825, the De Havilland Company announced that on and after Dec. 1 every aircraft with a Gipsy engine which was delivered new and unused to its owner would, subject to certain reasonable ‘conditions, be repaired free of charge at the cost of the company if damaged in a forced landing caused by a failure of its engine. This declaration of faith by the De Havilland Company in the Gipsy engine, because of its proved reliability, repre- sented a novel and courageous departure in policy for any firm in the Aircraft Industry. It means that the De Havilland Company guarantees their engines against breakage of any part made by them when it is fitted in an approved type of light aeroplane holding a British Certificate of Registration and Airworthiness and being used in Europe for private flying, training, taxi-work or ordinary commercial purposes. In 1929 the Wright Aeronautical Corporation of Paterson, N.J., U.S.A., the World-famous manufacturers of air-cooled radial engines, wanted to produce an engine suitable for light aircraft. Rather than devote the time to designing and building an engine of their own they examined the existing types of British and foreign engines with a view to acquiring the manufacturing licence for the United States. Of the many types available they chose the D.H. Gipsy, and this engine is now being made and marketed in the United States under the name of the Wright Gipsy. Gipsy engines are now being used in practically every -country in the World. The outstanding performance of the Gipsy in open competitions and in the 600-hour Reliability Test already mentioned has assured for it a World-wide reputation and this reputation is being ably maintained by the work of hundreds of Gipsy engines in use under climatic conditions ranging from the arctic cold of Northern Canada to the tropical heat of Central Africa. The successful operation of all these engines is ably sup- ported by a service organisation which must be second to none in the whole World: : | In Great Britain there is a regular day and night Gipsy Service Headquarters at Stag Lane which is in constant communication with branches, stockists and agents in both hemispheres. There are agents for “servicing” Gipsy en- gines throughout the British Isles and in practically every country in the: civilised World. In Canada, India and Australia the De Havilland associated companies carry large stocks of spares for local users and the vast Curtiss-Wright organisation attends to the needs of Gipsy users in the United States. In 1930 the De Havilland Co. have produced two new Gipsy engines of a slightly increased power over the original Gipsy engine. Both new engines are essentially the same, except that one is a normal engine with cylinders above the crank-tase, and the other is an inverted engine. In the following description the three engines, which are known as the Gipsy I,.Gipsy IZ and Gipsy III (the last- mentioned is the inverted engine), will be described together under each component heading. EPO EGC EIS MO SPE AEE UOMES Wd fH % ay ig Let % ie ay eed i CLG LE Up ALG b PE S N ~ Sy N \ S N N \ ASS SS RS oS . VLE LEMON UE OU Wnts

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APRIL 2, 1930 The Moth (Supplement to THE AEROPLANE) 585 For the GYPSY MO the De Havilland Aircraft Co. officially recommend Use “GOLDEN SHELL” OIL for normal conditions And “DOUBLE SHELL” OIL for arctic conditions * Shell” Aviation Spirit is used for the bench tests of all Gypsy engines and the first flights of all new Moths SHELL OIL The following recent flights with “Gypsy” Moths under extreme conditions of heat and cold were all made on **Shell” Aviation Spirit and | **Golden Shell” Oil: | 1—Mr. F. C. Chichester’s recent flight from London to Australia in 17 flying days. 2— Messrs. Wood and Fry’s flight’ . in Mrs. Wilson’s “ Gypsy ” Moth from London to Nairobi. 3—Flight-Lieut. F. A. Swoffer’s flight from London to Nairobi. 4—Mr. A. Campbell Black’s flight from Nairobi to London. 5S— The “Gypsy” Moth attached to Sir Douglas Mawson’s “ Discovery” made several successful flights in the Antarctic using “Shell” aviation spirit and “Double Shell” lubri- cating oil. 6—Mr. R. N. Chawla’s flight from Karachi to London. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 2, 1930 T h e€ M O t h (Supplement to THE AEROPLANE) 587 FOR EVERY TYPE__ OF AERO ENGINE. =} ae nie try Ade TAS, FASS yey Ss oe oe e “s afkectss, eee MS ras eset"4 8. my Aa8 PAS . tS te e . s * 7 7 PiSee? Sie ieee SUES ‘ sense hte Mahan AeSegeveane tree : SS NS ? ¢ Rp leery . The GIPSY MOTH. “e eit e . “ . a —_ *< = ah ye. xr wwe e ee or) od ° Sareea sss BEAT SAN ’ . , ° PSs a 5°S, « 4 42” TSAR eo O° oe ° ete + oe T Wah 2) ae ee oN ts) = é meee User . J , ’ Os ‘ - ye yy 1A o 4 “ wy Weybridge 705. AMMA RMMKM Mm KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. °

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588 The (Supplement to THE AEROPLANE) Moth APRIL 2, 1930 airscrew. These two engines may therefore be used as either tractor or pusher engines, if suitable cooling arrange- ments are made when used as pushers. The airscrew hub is of an improved type. A steel sleeve is driven into the airscrew and forms an integral part of it. Location on the crank-shaft is taken on the internal bore and rear face of this sleeve, and adequate front and rear - locking arrangements are made. This obviates possible damage to the inside bore of the airscrew during removal or by movement due to bolts being incorrectly tightened up. A spinner is also incorporated on the airscrew hub. CRANKCASE. Gipsy I—An aluminium alloy casting. The top half car- ries the five main crankshaft bearings, which are held in position by separate caps. The lower half forms the sump, which is of the “wet” type and has an oil*capacity of two gallons, or sufficient for fifteen hours’ flying. A gauze oil- filter tray is fitted. In the bottom of the sump is the pressure oil filter and the oil pressure release valve, both easily accessible for cleaning and adjustment. External fins are cast on the underside of the sump to maintain a low oil temperature. Gipsy II——An aluminium alloy casting of cleaner external form than on Gipsy I. A facing has been added to take the A.C. fuel pump, and bosses for cowling attachment are provided. The sump capacity has been increased to 2} gallons. Crankcase and timing-gear cover are interchange- able on Gipsy II and Gipsy III engines to facilitate produc- tion. Bearer-feet facings on all three Gipsy engines are the same. Gipsy III.—As this engine runs in an inverted position the sump on the Gipsy II is replaced by a top cover, which is big’ enough only to clear the crankshaft and big-ends. This cover is well provided with cooling fins, and an oil radiator has not been found necessary. TIMING GEARS. Gipsy I.—These are located at the rear of the engine and are housed in a separate cover. The cam-shaft is driven by spur-gears from the crankshaft and a vernier coupling is provided between the gear-wheel and the cam-shaft flange. Gipsy II and Gipsy III—The modifications in these engines include an increase in the width of the gear teeth to give much longer life, and a gear train is now built up in small unit assemblies to allow greater ease in setting up end clearances, etc. Provision is also made for fitting a dual tachometer drive if necessary. An experimental hand-starter is being developed, and two other positive starting devices are also being tried in addi- tion to the impulse-starter, which is retained as standard on one of the magnetos. A B.T.H. 38 mm. magneto is fitted as standard, but the new design of the timing-gear cover allows for the fitting of a magneto whose armature centre is 45 mm. above the base if necessary. CAMSHAFT AND TAPPETS. Gipsy I—Valves are operated by rockers through dur- alumin tubular push-rods which have hardened steel balls in each end. The rockers are mounted on rigid steel brackets bolted to the cylinder-heads and oscillate in phosphor-bronze bushes. The valve-springs are duplicated. Tecalemit lubricating nipples are fitted to the centre of the hollow rocKer-spindles through which the bearings are lubricated. Similar nipples are also fitted to the adjustable ball ends over the tappet rods. Gipsy II and Gipsy III. —In these engines the whole of the valve-gear is now completely enclosed in light dust- and oil-proof covers. These are easily and quickly removable for access to the valve-rockers, etc. In the Gipsy II the valve- rocker spindles are lubricated under pressure from the main oil gallery (see Lubrication). The new design of rocker spindle allows the removal of individual rockers without tools and without disturbing any other parts after the valve-gear cover for that particular cylinder has been removed. INDUCTION SYSTEM. Gipsy I, Gipsy II and Gipsy III.—Manifold-heated in all three engines. The carburettor is normally gravity-fed, but may be fed direct by A.C. or gear-type petrol pump. LUBRICATION SYSTEM. Gipsy I.—Wet-sump type. Oil is drawn from sump by gear-type pump and passed through an ‘adjustable pressure- relief valve to pressure oil-filter. From lower part of this filter oil is fed to an external gallery and thence through passages to each of the five main bearings. A small feed at the rear end of this gallery supplies the timing-gears. From the main bearings oil is forced into the hollow crank-pins and thence to big-ends. Piston lubrication is by special leak-holes in the crank-pin seats. Camshaft bearings, tap- pets and cams are lubricated by oil thrown from crankshaft. Gipsy II.—Capacity of sump increased from 2 to 24 gal- lons. The pressure filter is in sump, but this may now be withdrawn vertically downwards by removal of one nut and without disturbing any pipe-lines. Additional leads are taken from the main oil gallery to the overhead valve-gear, and each valve-rocker-bracket is fitted with a metering plug to avoid flooding the valve-gear. After passing this plug oil enters the rocker-spindle and thence by way of heles in the rocker and a channel milled along the top of each rocker to the cups and ball of the push-rod at one end and to the pad and valve-stem at the other. Surplus oil drains down the push-rod casings and lubricates the tap- pets. The quantity of oil in the sump is ascertained by a dipper-rod in the side of the crank-case, as on the Gipsy I. Gipsy III.—As this engine runs in an inverted position the oil supply must be carried in a tank on the aircraft. The lubrication of the crank-shaft, connecting-rods, cylin- ders, cam-shaft and timing-gear is, in the main, the same as on the Gipsy II, but no suction filter is provided. The pressure filter is on the rear of the engine and withdraws horizontally to the side of the engine. The valve-gear, being below the engine, is not fed under pressure, but grooves are provided in the tappet guides down which the oil passes by way of the push-rod casing tubes to the valve-gear covers. A drain is arranged in each cover so that a con- stant level is maintained even when standing. The valve- rocker strikes this oil and all gear parts are thus splash- lubricated. Oil in the crank-case drains down to two large openings, one at the front and one at the rear of the engine, and thence by gravity to the oil-tank in the aircraft. No scavenger pumps are fitted. COWLING. Gipsy II and Gipsy III.—Special cowling panels have been evolved after extensive experiments, and these give the most efficient cooling with a minimum of frontal area. These are supplied with the engines and in no way govern the shape of the nose of the aircraft. In the complete in- stallation the engine-cowling is enclosed inside the machine cowling. CONTROLS. Gipsy I.—An engine-control lay-shaft is mounted on pressed-steel brackets bolted to the rear cover. The ad- vance and retard controls for the two magnetos are syn- chronised and interconnected with the main throttle control. Gipsy II and Gipsy III—On these engines the pickup levers may be on either port or starboard and may either pull or push to open. Throttle and magneto controls are interconnected so that full advance is obtained at between one-third and one-half throttle, the remainder of the throttle opening not moving the magneto. Altitude control is independent in both directions. SPECIFICATIONS, Gipsy I. Gipsy II. Gipsy I I. Bore and Stroke 114x128 114 x 140 114 x 140 Compression Ratio ... wee ee | §.2:1 §.2:1 Power output (fully correc- ted at max. R.P.M.) 98.5 at 2,100 120.5 at 2,200 122 at 2,200 Weight (dry including a‘r- “ é screw hub) ... at eas 285 Ibs. 295 Ibs. (in- 285 lbs. (dry cludes oil sump} sump. Includes and airscrew airscrew spinner) spinner) Weight per H.P. (max.) 2 85 lbs 2.44 Ibs. 2.4 Ibs Petrol consumption (at max. 0.6 pts. per 0.57 pts. per 0.57 pts. per R.P.M. and max. H.P.) ... H.P./hr. H P./hr. H.P./hr. Oil consumption (at max. | 0.5—0.75 pts. 0.75—1.0 pts. 0.75—1.0 pts. R.R.M. and max. H.P.) ... |) per H.P./hr per H.P./hr. | per H P./hr. GIPSY ENGINE VALVE STEELS. The steel used for the valves of the Gipsy engines is supplied by Kayser, Ellison and Co. Ltd., of Carlisle Works, Sheflield, and is of the well-known K.E. 965 quality. The properties of this steel make it ideal for the purpose. In the first place it has very high strength at the tempera- tures which are reached, especially in exhaust valves. Even at 900 degrees Centigrade the tensile strength does not fall below an average of 16 tons per square inch, which is very much higher than that of steels which have hitherto been used. When subjected to very long runs these valves maintain their shape and do not cause trouble by permanent stretch- ing. The corrosive and erosive action of the hot gases is naturally very severe on valves, but the steel used in the Gipsy engine valves is of such quality as to withstand these actions without losing that perfection of seating surface which is so important for the highest efficiency. The effect of different conditions of atmosphere have little or no effect on the valves and the corrosive action of salt spray does not affect them in any way. Combined with these desirable qualities, K.E. 965 valves have a remarkable degree of ductility, which adds to the freedom from valve troubles.

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APRIL 2, 1930 T h e M O t h (Supplement to THE AEROPLANE) 589 AMPHIBIAN UNDERCARRIAGE fitted to a De Havilland GIPSY-MOTH. HOW IMMENSELY MORE PLEASUREABLE FLYING BECOMES IN A LIGHT AMPHIBIAN MACHINE ! Fit your light ‘plane with a AMPHIBIAN UNDERCARRIAGE Write now for illustrated booklet. —— SHORT BROS. (Rochester & Bedford) LTD., ROCHESTER London Office: 29-30, CHARING CROSS, S.W.1. "Phone: Regent 0578 ee SSS ——e—E—K:*=:zz=Z=EE—_ Ae eS Se” ——eeeeee EEE —See Ee ——$—$—— TS —=_nm eee eee Avrom trine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 590 (Supplement to THE AEROPLANE) Moth APRIL 2, 1930 CIRRUS ENGINES. The first Cirrus engine was produced early in 1925 by A.D.C. Aircraft Ltd. and made its flying debut in the first De Moth to be produced by the De Havilland Aircraft Co. The progressive advance of the Moth and of private flying all over the World may therefore be attributed in great part to the enterprise of A.D.C. Aircraft Ltd. in antici-. pating the demand for a light and robust aero-engine and in producing an engine which from its inception has proved to be a remarkably reliable and successful power- plant. The early success of the Cirrus engine is bound up with the success of the Flying Club movement throughout the British Empire and all the pioneer light aeroplane flights on Moths were made possible by the Cirrus engine. These have already been recounted in the article dealing with the Development of the Moth elsewhere in this issue so that there is no necessity to repeat them here. The first Cirrus engine, known as the Mark I, had an out- put rating of 27/60 h.p., but in the Autumn of 1926 a Mark II engine was produced with an increased output of 30/80 h.p. On Feb. 17, 1927, a company known as Cirrus Engines Ltd. was incorporated to take over from A.D.C. Aircraft Ltd. the design and production of the Cirrus engine. Late in 1928 a Cirrus Mark III engine of a still slightly increased output was produced which was not designed so much to take the place of the Cirrus II as tu provide an alternative and inter-changeable engine for use where rather more power is desired, such as for seaplanes, when an extra rapid take-off and climb are needed, or for use in tropical climates. Early in 1929 Cirrus Aero Engines Ltd. produced an en- tirely new engine known as the Hermes. This engine was designed to give an output of 105/115 h.p. for much the same weight as that of the Cirrus III engine. The Hermes possesses the same advantages over the Cirrus III as did the latter engine over the Cirrus II, but it has incorporated in it several modifications suggested to the designers as the result of long experience with the Cirrus series. Cirrus Engines Ltd. are now producing the Cirrus IIT and Cirrus-Hermes engines in series. The Cirrus III engine has been adopted by National Flying Services as their standard -engine, and large numbers are giving every satisfaction not only in this country but all over the World. This en- gine is also being built under licence in the United States by American Cirrus Engines Inc., of Marysville, Mich., and similar rights have been disposed of in Japan. The Hermes engine is being used by an increasing number The 90/94 Cirrus ITE engine. of aircraft constructors of all nations in all types of aircraft, including multi-engined flying-boats. _ Although the Cirrus III and Hermes engines are similar in general arrangement they differ in a number of minor points. The differences between the two engines are made perfectly clear in the following description, where both engines are dealt with together. CYLINDERS. Cirrus III and Hermes.—The cylinders are of cast iron with aluminium heads bolted down by long bolts to the crankcase. In the Hermes engine these bolts pass through holes drilled in the fins which allows for a maximum section of metal around the circum- ference of the cylinders. Each head has two aluminium-bronze valve- seats screwed and expanded into position. Phosphor-bronze valve guides are force fitted and two bronze sparking plug brushes are screwed with the head. PISTONS. Cirrus III and Hermes.—Aluminium alloy castings each with two compression, one scraper ring and a full floating gudgeon-pin. CONNECTING Robs. Cirrus III.—These are ‘‘H’’ section forgings. Hermes.—Steel stampings machined all over. Phosphor-bronze white-metal-lined big-end bearings, the movement of which is pre : eae SR “. EQNS AN Ns LES SS 7 ARETE ~ QAcerer= ak THE CIRRUS-MOTH.—One of the fleet of Cirrus-Moths belonging to National Flying Services Ii{d. flying over Hanworth, —(“ Aeroplane ’’ photograph.)

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APRIL 2, 1930 | T h e M O t h (Supplement to THE AEROPLANE) 591 a AUSTRALT SOME NOTABLE FLIGHTS WITH CIRRUS MOTHS. 1925. ALAN J. COBHAM: LONDON-ZURICH. 1,000 miles in one day. 1926. H. S. BROAD: Ist IN KING’S CUP AIR RACE. ALAN J. COBHAM: Ist IN AUSTRALIAN AERIAL DERBY. 1927. T. N. STACK & B. S. LEETE: LONDON—INDIA. 5,500 miles. MAJOR H. De HAVILLAND: ACROSS AUSTRALIA. 2,200 miles. MAJOR MILLER: ROUND S. AFRICA in 28 hrs. 25 mins. flying time. 2,400 miles. W. L. HOPE: Ist IN KING'S CUP AIR RACE. FLT./LT. R. R. BENTLEY, M.C., ENGLAND-—S. AFRICA. 8,000 miles, Britannia Trophy The HON. LADY BAILEY: ALTITUDE RECORD, 2 seater light aircraft. The HON. LADY BAILEY: ENGLAND—S. AFRICA, §&,000 miles. FLT./LT. R. R. BENTLEY, M.C., A.F.C: S. AFRICA—ENGLAND. 8,000 miles, 1928. Miss W. SPOONER: SIDDELEY TROPHY. FLT./LT. R. R. BENTLEY, M.C., A.F.C.: ENGLAND-—S. AFRICA, 8,000 miles. CAPT. R. S. RATTRAY: ENGLAND—GOLD COAST. 5,000 miles. 1929. The HON. LADY BAILEY; ROUND AFRICAN CONTINENT. 18,000 miles. GOSTA ANDREE: SWEDEN-—S. AFRICA. 9.000 ‘niles. Part of the fleet of Cirrus-Moths in service with National Flying Services Ltd. at the London Air-Park, Hanworth. CIRRUS AERO-ENGINES LIMITED, REGENT HOUSE, Cables: “‘Ocirruso, London.” 89, KINGSWAY, LONDON, W.C.2. Telephone: Holborn 4076 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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§92 (Supplement to THE AEROPLANE) T h ec M O { h | | APRIL 2, 1930 Z ne c s a ae eT ST a mein et ee EL Sto Rs _ ~ er = - Moth for every purse and purp IPFSY MOTH—z-seater open-cockpit biplane. 100 h.p. Gipsy I engine. Range 290 miles with standard 19-gallon tank, at cruising speed of 85 m.p.h. Additional 7 tankage optional. Landplane, seaplane, ski-plane or amphibian. Price from £675. Uses: Private touring, service training, aerial survey, club and school instruction, taxi and air-line work, commercial purposes and mail carrying. MOTH THREE—2-3-seater all-enclosed cabin high-wing monoplane. 120 hp. | inverted type Gipsy III engine. Range 440, 570 or 700 miles according to tankage, at - cruising speed of 105 m.p.h. Landplane, seaplane or ski-plane. Price from 1,000. * KINDLY MENTION “THE AEROPLANE” W.

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APRIL 2, 1930 : T h e M O Ct h . (Supplement to THE AEROPLANE) 593 eS a es in the 1930 range _ Uses: Private touring, aerial survey, taxi and air-line work, commercial purposes and _ mail carrying. __ MOTH SIX—4-6 seater all-enclosed cabin high-wing monoplane. 240 h.p. geared Lynx or 300 h.p. direct drive Whirlwind J.6 engine. Range 300-560 miles according to tankage, at cruising speed of 105 or 109 m.p.h. with alternative engines. Landplane, _ Seaplane or ski-plane. Price from £3,100. . Uses: Private touring, aerial survey, taxi and air-line work, commercial purposes and “Mail carrying. ALL PRICES NETT FLY AWAY STAG LANE AERODROME. THE DE HAVILLAND AIRCRAFT CO., LTD., es LANE AERODROME, EDGWARE, ENGLAN “SPONDING WITH ADVERTISERS. Associated Companies in Canada, Australia and India. Licensees, Selling and Service Agents throughout the World. MOTH SIX

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594 THE CHOICE A FEW ‘MOTH’ PERFORMANCES IN WHICH K.L.G. PLUGS PLAYED THEIR PART Moths won the race for the King's Cup three years in succession, namely in 1926, 27 and 28. In 1923 a Moth with standard Gipsy engine made fastest time for light aircraft round the 1,100 mile course, averaging 1183 m.p.h. World's Altitude Record for two- sealer light aircraft with standard Gipsy engine. On July 25th 1928, Captain and Mrs. de Havilland suc- ceeded in breaking the world’s altitude record at a height of 19,980 feet. World's £ peed Record for two-seater light aircraft with standard Gipsy engine over a closed circuit of 100 kilometres. On December 7th 1928, Mr. Butler succeeded in averaging a speed of 119°4 m.p.h. Captain Broad with Moth (standard Gipsy engine) won the Heavy Cate- gory in the Challenge International de Tourisme, 1929. (Surplement to THE AEROPLANE) Ny S § § § S Ny Ny § S S y § S NN § Ny Ny S The Moth FOR There is no need fo refer to the efficiency of K.L.G. Plugs for it is sufficient that Messrs. The De Havilland Aircraft Co. should have selected them. Naturally, on the many wonder- ful “Moth” performances, K.L.G. Plugs were used. Therefore, K.L.G. Plugs should be fitted by every light aeroplane owner, for performance — not promise. PLUGS Lid., DYDAADQPDAAAAAMAMMAAUMAAMAMAVCACIA hese > g ~+ .) a A Gf bs a S & ¥ > # a z yf g ely %, APRIL 2, 1930 oe SPPuaaS Z te, Be oa Ge aoe ‘GS ¥ ms ie. 7 ie & E an Fe: a ie Be t FA. Oo 2 i A FEW ‘MOTH’ PERFORMANCES IN WHICH K.L.G. PLUGS PLAYED THEIR PART Captain Broad with a Moth (standard Gipsy engine) won the Zenith Cup, 1929: a speed event round France. The accomplishment by a siandard Gipsy Moth of the 600 hour Reli- ability Tour in 1929, during which 51,000 miles were covered in the air with ihe engine completely sealed under A.I.D. supervision, in such a way that no attention could be given to the engine, other than purely routine maintenance, such as clean- ing filters and plugs, adjusting tap- pels and contact breakers. Australian East - West Race, 1929, Perth to Sydney, 4,500 miles. Gipsy engined Moths finished 2nd, 3rd, 4th, 5th and 6th. The Gipsy Moth which finished 2nd made fastest time irres- pective of handicap, averaging 107 m.p.h. for 4,500 miles. Mr. Frank Chichester, from England to Australia in his Gipsy Moth in 17 flying days. K.L.G. SPARKING PLUGS, LTD., PUTNEY VALE, LONDON, S.W.15. Sole Export Agents: S. Smith & Sens (Motor Accessories), Ltd. Cricklewood, London, N.W.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Re od $i _ » . mae 3 I ‘l ! ci Bat a ie ar oy we BR ake : dutta HB eae: Siva) pa ences ‘ iy ny eo eee eee ne ALL ‘MOTHS |

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The APRIL 2, 1930 The 105/115 h.p. Cirrus-Hermes engiiie. vented by a dowel in the connecting rod cap. A phosphor-bronze cap ds lightly pressed into the small-end of the rod. CRANKSHAFT. ‘Cirrus III and Hermes.—Alloy steel four-throw crankshaft carried on dive plain bearings with a large radial thrust bearing at the front end. CRANKCASE. Cirrus III.—Aluminium alloy casting in two sections split along the crankshaft centre-line. It is stiffened by three cross-webs which carry the housings for the crankshaft and camshaft bearings. The lower Section acts as an oil sump and has a capacity for 14 gallons of oil and houses the oil pump and filter. Hermes.—Aluminium-alloy casting in two sections. The upper half, which is suitably ribbed, carries the housing for the five crankshaft bearings. All timing gears are carried at the rear end. The lower half acts only as an oil sump and is sufficiently large to hold 3 gallons of oil (for long distance flying) or 2 gallons (for normal flying or aero- batics). A special oil tray is fitted to retain the oil in the sump during normal aerobatics. VALVE GEAR. Cirrus III—The camshaft is carried in three phosphor-bronze bear- ings and one ball bearing and is driven by steel gears housed in the crankcase and timing gear cover. A central spiral gear drives the oil pump spindle, which has the tachometer drive at the rear end. Vertical push rods operate the valves through overhead rockers. Hermes.—The camshaft is carried in five bronze bearings in the top half of the crankcase and is driven by a train of spur gears. The yalves are operated through the medium of tappets, tubular push rods and overhead rockers. The rockers are mounted on light steel brackets bolted to the cylinder-heads and rotate on specially-designed Spindles which incorporate a small oil well. -Tappet adjustment is done at the top of the push rods by a special “device on the rocker lever. LUBRICATION. Cirrus III.—A geared oil pump is in the lowest part of the sump, Moth (Supplement to THE AEROPLANE) 095 where it is always flooded or self-primed with oil. Oil is forced by the pump through a gauze filter arranged horizontally above the pump and .thence through a main delivery pipe to an oil gallery which is connected to passages cast on the top half of the crankcase. These passages lead to the centre and intermediate bearings. Cylinder lubrication is by splash. Hermes.—Gear-driven pump in the sump. Oil passes from pump through.a large pressure filter and thence by a single external pipe to the upper half of the crankcase and fed to the five main crank- Shaft bearings through an oil gallery secured to each of the five main bearing caps. The connecting rod big-end bearings are fed at the same pressure through holes drilled in the crankshaft. INGITION. Cirrus III.—Two four-cylinder magnetos are mounted on the star- board side at the rear of the engine. Hermes.—Two independent four-cylinder magnetos mounted one on each side of the engine. Each magneto has an impulse starter and timing of thé magnetos is by vernier coupling. Both magnetos. have the contact breakers facing forward for accessibility. CARBURATION. Cirrus III and Hermes.—One Claudel-Hobson 42 mm. carburetter sup- plies gas through a welded-steel induction manifold. An exhaust- heated jacket is fitted above the carburetter. * AUXILIARY GEARS. Cirrus III and Hermes.—Standard r.p.m. counter. Hand-turning gear or high pressure injection starter. A.M. fuel pump and drive. SPECIFICATIONS. NEE eee ee Cirrus Ill. | Hermes. Bore and stroke: | 114 by 140 mm. Compression ratio: 5.1 to 1 5.1 to 1 Weight dry: 285 lbs. 300 lbs. 105 h.p. at 1,900 r.p-m., 115 h.p. at 2,100 r.p.m. Normal output: Maximum output: 90 h.p. at 1,900 r.p.m. 94 h.p. at 2,100 r.p.m. Petrol consumption: 0.6 pts. per h.p./hr. 0.58 pts. per h.p./hr. Oil consumption: 0.018 pts. per h.p./hr. 0.0095 pts. per h.p./hr. Length overall: 1,161.5 mm. 978 mm. Width overall: 482 mm. 482 mm. Height overall: 904 mm, 916 mm. Bearer centres: 540 mm, 940 mm. 5 rT WAKEFIELD MUNIFICENCE. Since the birth of the Light Aeroplane movement Sir Charles Wakefield, now Lord Wakefield of Hythe, has pre- sented seven Moths to various Flying Clubs throughout the British Empire. For historical purposes a list of Clubs which have received gifts of Moths is given below:— The Lancashire Aero Club. The Bombay Flying Club. The Johannesburg Light Plane Club. The Singapore Flying Club (seaplane). The Marlborough (New Zealand) Aero Club. The Toronto Flying Club. The Aero Club of East Africa. A Moth was also presented to Major-Gen. J. H. McBrien, C.B., C.M.G., D.S.O., for his use in connection with his work as President of the Aviation League of Canada. A HERMES-MOTH.—A coupé Moth with the Cirrus-Hermes engine. This machine belongs to the Aviation Department of Shell-Mex Ltd. Digitized by Goo: ) le gq )

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596 Th e M ot h (Supplement to THE AEROPLANE) APRIL 2, 1930. A. FLYING. TEST OF THE GIPSY MOTH. By CHRISTOPHER CLARKSON. By courtesy of the De Havilland Aircraft Co. Ltd. the writer has made flying tests in the standard metal-fuselage Gipsy-Moth with the Gipsy I engine and the latest model of the Gipsy-Moth with the Gipsy IT engine. The latter machine has in it a number of modifications other than those involved by the installation of the new Gipsy II engine. Externally these modifications are not noticeable. They include the adoption of a new wing-section, known as the R.A.F. Training Type, which is very similar to that in the Genet-Moths which were supplied to the Central Flying School, the carrying of the exhaust pipe down the front of the fireproof bulkhead, and out below the floor of the fuse- lage and the fitting of a new design of windscreen. The machine is also fitted with parachute seat and Sutton harness, and a turn-indicator is included on the instrument- board. The new wing-section is preferable to the type in use on the standard Gipsy-Moth. All the flying qualities appear to be just as good, the performance is improved and the machine is better for aerobatics. In addition, the actual stall is not as violent as with the other machines. The Gipsy II engine has a longer stroke, a more efficient head with larger valves, and an all-enclosed valve-gear. This latter improvement reduces the wear on these parts and gives more silent running. Various bearing surfaces have also been enlarged and this should lengthen the life of these parts. The nominal out- put of this engine is 100/120 h.p. The f-llowing are the makers’ performance specifications for the two types, which relate to machines loaded to 1,400 Ibs., that is, with pilot, passenger and full tanks. Mark I. Mark II Top speed at ground level ... 100.5 107 approx. Cruising speed at ground level 85 at 1,800 r.p.m. | 90at 1,900 r.p m. approx. Climb speed at ground level oss 710 ft./min. 1,050 {t./min. Climb to 5,000 ft. - dus ee 84 mins. 64 mins. Climb to 10,000 ft. ove Siok 22 mins. 134 mins. Glide... + “ aes sas 1 in 8 1 in 8% H.P. ... i rs eee Bee idee 85/1C0 100/120 Petrol consumption at 83 m.p.h. ... 5.2 gals./hr. 5.2 gals./rr. Range wit ase tee eae Sa 310 miles 310 miles Tare weight with slots 980 lbs. 99) lbs. - Gipsy-Moth is its superiority as regards performance. There is interest in comparing the performance of these two machines and in noticing how nearly the figures found in actual air test compare with those issued in the maker's specification,—an agreement which is not always found. Such figures as are given below, although taken as ac- curately as possible, cannot be expected to agree with those taken under ideal conditions by the R.A.F. at Martlesham Heath or by the company’s test pilots. Nevertheless they may be taken as a useful guide to intending. purchasers, as they show what they themselves may expect to get under normal flying conditions. PERFORMANCE, The first thing that strikes one when flying the new The take-off especially is quick and clean and the increased power enables one to climb at once at quite a steep angle. The tests with both types were made without a passenger. The standard Moth had Handley Page automatic slots “whereas the new one was not so fitted. Climb.—A timed climb on both machines gave the follow- ing results :— ~ Height reached in 5 mins.—Mk. I 3,200 ft., Mk. IT 4,400 ft. Height reached in 10 mins.—Mk. I 5,500 ft., Mk. II 7,200 ft. Top Sveed.—Standard Moth (Mk. I), 98 m.pv.h. at 2,006 r.p.m. New Moth (MK. IT), 106 m.v.h. at 2,200 rpm. _. Cruising Speed.—Standard Moth (MK. I), 88 m.v.h. at 1,850 r.p.m. New Moth (MK. II), 95 m.p.h. at 1,950 r.v.m. Take-off—The new tyne shows a great improvement over the standard machine and has a remarkably quick take-off. Landing.—The new type is more pleasant to land than the standard type. It appears to float farther as one flattens out, there is less tendency for it to sink suddenly onto the ground and it shows no tendency to drop a wing. The landing speed and ensuing run appear to be the same on both machines. The angle of glide is flat with plenty of control in both. Controls.——On both machines the controls are well bal- anced, and are moderately light and efficient at all speeds. The ailerons show the avproaching stall as well as on any other modern machine of this type, and remain the most efficient of the controls at very slow speeds. All are satis- factorily progressive as the speed increases. There was a tendency for the lateral control on the new type to be THE TRAINING TYPE MOTH.—A Moth with the Gipsy II engine and R.A.F. Training Section wings piloted by Mr. Christopher Clarkson (late instructor at vhe Central Flying School, R.A.F.).—(‘ Aeroplane” photograph.) <-

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The APRIL 2, 1930 slightly heavy during aerobatics, but this was due to the . adjustment of the differential on that particular machine. Stalling and Spinning.—The standard Moth with auto- matic slots was very efficient at slow speeds and the lateral control remained even when the ‘machine was sinking rapidly. When this machine was properly stalled on a turn the ensuing drop and “ whip” was rather pronounced, and some height was lost before complete control was regained. The machine could be soun both ways if forced in. On the new type, which was not fitted with slots, the ailerons remained efficient at low speeds and there was far less tendency for the machine to “whip” when stalled. It sank gently and it was possible to regain control almost immediately without undue loss of height. It could be spun both ways, and a quick recovery to level flight could be made. Even without slots this machine appeared to’be the more satisfactory of the two types. On both machines aileron ‘drag was scarcely perceptible. Aerobatics.—Both tyves are suitable for aerobatics. The new type was particularly good for the more advanced’ aero- batics and the increased power, Sutton harness and the different wing-section makes it effective for inverted man- ceuvres. This type was easy to slow-roll and handled well in inverted flying. COMFORT. Both machines are comfortable to sit in and are fairly free from draughts. The new type windscreen is much more effective than that used on the standard type The con- trols are well positioned, with the possible exception of the petrol-cock, which is rather difficult to reach when the pilot is held in with shoulder straps. There is an absence of noise and vibration. This is most noticeable in the new type, as the Mark II engine runs very smoothly and the new position of the exhaust reduces the note as heard by the pilot. ‘The instruments are well arranged, with the possible ex- ception of the compass, which is hidden by the control column. The turn indicator is a great improvement. The view from the back seat is quite good and is im- proved on the new type by the absence of the side exhaust pipe, and by the new type windscreen. From the front seat the view on both tyves is moderate. : . Moth -and a non-fatal accident. 597 (Supplement to THE AEROPLANE) Both machines have steerable tail-skids and handle well on the ground. They are easy to taxi and are light to lift round by hand. The engine and controls are accessible and should require the minimum amount of attention. The finish and appearance of both machines are excel- lent. The spares which are available and the service which goes with these machines are too well known to need men- tion here. The writer doubts whether any other aircraft firm in the World has taken this matter in hand as thoroughly as have the De Havilland Company. SUGGESTIONS. In all humility one suggests that, in a still newer type, adjustable seats would be a great improvement. This fitting is becoming more and more popular and on military air- craft it is essential. As the Gipsy-Moth is fast becoming a standard military training aircraft for Air Services all over the World the argument in favour of this fitment is more convincing. In any case it has great advantages, both as regards comfort and the ability to obtain a better view if circumstances suddenly require it. The compass and petrol-cock positions might be improved and a check-cable on the Sutton harness should be fitted to limit the forward.-movement of the pilot’s shoulders. GENERAL CONSIDERATIONS. As may be seen from the foregoing the new type Gipsy- Moth shows a distinct all-round improvement over any previous type of Moth. Considered purely as a training machine an additional advantage is its increased rate of climb, an essential feature if valuable time is not to be lost over instruction. The fact that the stall is of a milder type might, under some conditions, make all the’ difference between a fatal The controls should not give a pupil any wrong sense of proportion, and he can be taught aerobatics without undue loss of time, height or temper. For the private owner who wants something rather more than a touring machine or for a pilot who feels that he wants a higher performance than that which is offered by the standard type the new Moth with the Gipsy II engine should be a great attraction. ACCESSORIES BEFORE THE FACT. SHORT FLOATS. Short Brothers (Rochester and Bedford) Ltd. are nearly as well known as makers of seaplane floats as constructors of all-metal flying-boats. They make floats for all types of aircraft, from the Light Aeroplane to Schneider Trophy racers, and a surprisingly large number of D.H. Moths have been fitted with float undercarriages by Short Brothers Ltd. Short floats for the D.H. Moth, besides being remarkably “clean ” on the water, are exceptionally good aerodynamic- ally. They add but slightly increased drag and affect the performance of the machine very slightly. The top speed is lowered from 103-105 m.p.h. to 98 m.p.h., and the dis- posable load decreases from 1788 lbs. to 680 lbs. (normal C. of A.). . ‘Short floats have given consistently good service all over the World under the most adverse conditions, for which their all-metal structure and careful workmanship especially fit them. | As is generally known, Short floats are made from duralu- min*sheet. The bulkheads are pressed to shape and then FLOATS. FOR MQTHS.—A batch of durailumin floais made by Short Bros. Ltd. awaiting. delivery.

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The 598 (‘Supplement to THE AEROPLANE) Moth APRIL 2, 1930 THE MOTH SEAPLANE.—A Gipsy-Moth with Short all -metal floats which was one of a batch supplied to the Sarawak Government, —(“ Aeroplane” photograph.) built into the centre and side keelsons which are folded-up into the requisite sections. Angles along the chines and intermediate stiffeners make the rest of the structure, which is then covered with duralumin sheet beaten to shape. The floats are made watertight by specially spaced rivetting. The cross-booms to which the rest of the chassis is attached are held in the floats by light-alloy fittings con- cealed in troughs. This arrangement keeps the drag down and the simple castings make assembling and removing easy. An interesting feature of Short float-chassis practice are the stainless steel struts. These are folded up from strip to streamline section and welded down the trailing-edge. A particularly useful provision for the private owner are the bilge-pump attachments fitted to each float. Besides the usual inspection covers in the decking and drain-plugs in the bottom of the float, each watertight compartment, and there are five to each float, has a pipe to the lowest point of the compartment. This pipe ends in a simple fit- ting on the deck of the float. All one has to do to drain the float of what little water may be inside is to unscrew a cap and connect a light hand-pump, which quickly drains the compartment. THE SHORT AMPHIBIAN UNDERCARRIAGE, In 1929 Short Bros. (Rochester and Bedford) Ltd., of Rochester, produced an amphibian undercarriage suitable for use on the Moth or any other similar type of light aero- plane. This gear consists of a long central float of typical Short duralumin construction, to which is attached a retractable wheel undercarriage. Two wing-tip floats are used to sta- bilise the machine when it is water-borne. : The retractable land undercarriage consists of a canti- lever axle at the extremities of which are mounted two jairs of spring legs. Between is carried a wheel. The axle rotates in bearings carried inside the main float 2 Kn? 2 a . Se “§ AE ‘ees a | * SSE RO ss BB oy: See THE SHORT AMPHIBIAN GEAR,.—On the left the cantilever axle ready to be dropped into position in the and between these bearings is a worm-gear which is operated by a sloving shaft and final chain and hand-wheel. At the tail of the main float is a combined water-rudder and steerable tail-skid. The rudder is mounted on a spindle or rudder-post and is free to move up and down. against the action of a coil spring. It is connected up to the rudder-bar by cables running along the deck of the float. The main and wing-tip floats are of the standard Short design and construction and are fitted with the usual inspec- tion covers, hand-holes, etc. The floats are attached to the machine by struts made of stainless-steel sheet wrapped round in the form of a stream- line tube and welded down the trailing edge. Forked sockets are rivetted into the ends of the struts by hollow steel rivets. These struts connect up to the standard under- carriage fittings on the Moth, and the attachment points on the floats are reinforced with stainless steel sheet. The retractable land undercarriage is quickly detachable should the machine be required for use solely as a seaplane. The first amphibian gear has been thoroughly tested out on a Gipsy-Moth, and this machine has shown itself to handle excellently both on land and water. The weight of the amphibian undercarriage complete with all fittings is approximately 300 lbs. The Gipsy-Moth fitted with this gear and at its all-up C. of A. weight of 1,650 lbs. (751 kgs.) has a useful load of 510 lbs, (232 kgs.). The performance of the amphibian at this weight, cor- rected to standard temperature and pressure, is as follows :— Speed, max., 99 m.p.h. (159.5 km.p.h.), Speed at 5,000 ft. (1,525 m.) 93.5 m.p.h. (150.5 km.p.h.), Cruising speed at 1,000 ft. (305 m.) 75-80 m.p.h. (120-129 km.p.h.), Stalling speed 43 m.p.h. (69 km.p.h.), Initial rate of climb 515 ft./min. (157 m./min.), Climb to 5,000 ft. (1,525 m.) 12.5 min., Climb to 10,000 ft. (3,050 m.) 36.5 min., Absolute ceiling 13,000 ft. (3,965 m.), Take-off (land) 10 sec., Take-off (water) 15 sec. float and on the right the steerable and sprung combined water rudder and tail-skid. ici a Google

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APRIL 2, 1930 | fb h ec M O t h (Supplement to THe AEROPLANE) 599 Machine _ ALBERT MONOPLANE Engine ~ ARMSTRONG SIDDELEY Oil GEN ET” ~Mobiloil ‘World’ S Altitude —iory for Light Aeroplanes On February ith, M. Albert, in’ his monoplane fitted with an Armstrong-Siddeley Genet engine eri is recom- set up a new altitude record for erg aif _ light aeroplanes of a weight un- aeroplane engines: laden of 350 kgs. by climbing fo Bristol | | 7,/30 metres. Cirrus ae D.H. Gipsy _ ~ Mobiloil again proved its remark- Dae able properties. Temperature Jaguar conditions varied from between oe — +10°C. ‘to - 20°C. at 5,000 meters to Nx =O « « Mae -35 C. at the maximum altitude. _Salmson | The oil pressure remained constant throughout. FOR SAFETY & RELIABILITY USE. Mobiloi REGO. TRADE MARK VACUUM OIL COMPANY, LTD.,. CAXTON HOUSE, LONDON, S.W.t KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH. ADVERTISERS.

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600 (Supplement to THE AEROPLANE) The, Moth APRIL 2, 1930 HANDLEY PAGE AUTOMATIC SLOTS. When the Moth was produced private flying as such was comparatively unknown. The first uses to which the Moth was put were for training by the Flying Clubs and some Governments, and certain. commercial uses, such as forest patrol and light transport work in Canada. In February 1928 the Handley Page slot was installed on the Moth. At the first public demonstration of the slotted Moth Capt. Geoffrey de Havilland flew the machine in what would have been considered a dangerous fashion on an unslotted machine. In his final stalled landing the machine sank on an even keel from 200 feet, and broke its back between the front and rear cockpits by the rear under- carriage legs being forced up through the longerons. Without slots the machine would have fallen out of con- rol on being stalled, and from the height from which Capt. de Havilland descended with safety to himself there is no doubt that considerable damage would have been done with the almost certainty of serious injury to the occupant. Several other demonstrations were given in which pilots made deliberate errors of judgment without serious results. The resultant publicity from these remarkable practical ex- hibitions of how to crash in safety brought the possibilities of flying before the man in the street most graphically. As the result of these demonstrations a special slot equip- ment was developed for the Moth and the automatic slot was listed as an extra to be fitted if required. A very large proportion of the output of the Moth since 1928 has been slotted, and the extraordinary safety which | is prominent in, the original design of the Moth has without doubt been added to by this safety device. The Moth normally has control almost right up to the stall of sufficient power to deal with the initial stages of a spin. The slots on the Moth have been designed to open slowly between 50 and 60 m.p.h., and their function is to reduce the tendency for a stall to develop into a spin. ; In this they are successful, and their presence has more than once given.a pilot sufficient confidence to try to make a forced landing in what would normally be an impossible landing space rather than to stretch a glide and crash hopelessly. METAL |PROPELLERS. One of the most interesting of recent light aeroplane developments is the series of light aeroplane airscrews evolved by Metal Propellers Ltd. This company built its first metal airscrew in 1917, and the construction of the light © airscrews is identical to the system evolved by the company for their large airscrews. The airscrew consists of two hollow blades, which are assembled into a central hub. The pitch of the blades is rapidly adjustable, and this enables the owner to modify his airscrew according to whether he needs a maximum rate of climb, maximum air speed or intends to operate his aircraft from a tropical aerodrome. Each blade is built up of two composite laminated sheets of S3 steel, one forming the pressure and the other the-suction face. Only the outer lamination in each sheet extends the full length of the blade. The blade is formed by welding the two sheets together along the edges. The bi-convex section. used does away with the need for any internal strutting. The blades are durable, free from corrosion and do not warp. ; These airscrews are also generally found to be smoother oy ee =e ve ya “ * " P SV sO aN ~! a ee WL ¢ Wes x ight 7: < , 3 x ecg ’ : ’ ‘+ — Oa . 2. J y wo wd Clow ae S44 hae, 9 ee 7 She BO ey running, which is probably due to the exceptional freedom from flutter afforded by the bi-convex section. _A further advantage claimed for these airscrews is their lightness. The Cirrus model weighs 234 lbs., complete -with hub. If a spare is needed the owner need only carry one blade instead of a complete airscrew. A model has been evolved for both the Gipsy and the Cirrus engines, and the makers are. at all times willing to give demonstrations to interested persons. FAIREY METAL AIRSCREWS. The Fairey Aviation Co. Ltd. has a very large department engaged on the design and construction of metal airscrews under the patents of Dr. S. A. Reed. The advantages of a metal airscrew are many. There is no distortion due to extremes of climate, it is impervious to rain, hail or spray, and in the event of an accident, in which in most cases the airscrew suffers, the blades can be bent straight and re-set. A standard Fairey airscrew is made for the Gipsy-Moth, as for all the popular makes.of light aircraft, and Fairey airscrews have been used on a number of the successful accomplishments in British aviation. WOODEN AIRSCREWS. The Airscrew Co. of Weybridge, Surrey, is the pioneer firm of airscrew manufacturers and makes airscrews rang; ing from 6 ft. 6 in. Cirrus and Gipsy screw to the 16-foot screws on the airship R.101. A special portion of the Weybridge Works is set aside for the manufacture of screws for light aeroplanes. A very large proportion of the long distance flights made in the last twelve years have been done with screws made by this company and large numbers are in use all over the World, where they are giving satisfaction under every kind of climatic condition. SMITH’S INSTRUMENTS. ) The instrument equipment of the Moth-Three is being supplied by Smith’s Aircraft Instruments, and consists of the usual range—altimeter, pressure gauge, air-speed indi- cator, revolution indicator, with flexible drive and a cross- level. In addition, a new oil thermometer is provided and an 8-day clock (with an inner dial and pointer, which can be set to show the duration of flight) is included. Another feature of the dashboard is the Mk. IITa Husun Aperiodic Compass, which is now fitted as standard. This compass has a rotatable verge ring, divided into 360 degrees in 2-degree intervals, and carries four parallel grid-wires. The ring is turned so that the N—S-pointer, which is painted red, is seen parallel to any one of the wires. This enables the compass to be placed in any convenient position, either in front or at the side of the pilot. The diameter of the compass is approximately 4 inches and it weighs only 24 lbs. A _ special suspension system reduces vibration and landing shocks to a minimum. COMPASSES FOR LIGHT AIRCRAFT. Kelvin, Bottomley and Baird Ltd., of Glasgow and Lon- don, are the pioneers of compass-making, and their associa- tion with Aviation dates back to the earliest flying days. K.B.B. compasses were used in large quantities during the War 1914-18, and since then considerable strides have be made in their improvement. -Of the big range of K.B.B. compasses made, the K.B.B.3 and the K.B.B.3a are produced in a small size for light aircraft. These are generally known as the “ Baby ’”’ models. These compasses are provided with inverted pivots, that ee a) wee o) a x ~ nnn) te a aren THE METAL AIRSCREW.—Two views of the airscrew made by Metal Propellers Ltd. on a Cirrus-Moth. :

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APRIL -2, 1930 T h e M. Oo th (Supplement to THE AEROPLANE) 601 PUURUUURSRUEDERELLELaccecscunmeensUEREseETERecees VSasoceseuaessaaegesa: S0SR08 OSG SUS8RORSESE | rom ANITA te sZ, AZ T]XXXXTC RO - | \ : \ | | \ q | : Manufacturers of \ | AIRCRAFT, ACCESSORIES ] THE ROYAL AIR FORCE “i USED BY All Tt LEADING AIRCRAFT CONSTRUCTORS. eeu NATTA, | morc | STREAMLINE : im WOW 7 FLOW WIRES INDICATORS. \. OIL COCKS. Src ANITA \) GENERATING | EQUIPMENT | | FOR aenarT El VICKERS TIE RODS © | Ea SWAGE D | WIND DRIVE = LIGHTING. - | Foor = | FOOT VALVES. ) f VICKERS-POTTS |) / NCOVAIVES. Ls a \\ / WITH = COOLERS. : IN SO LENGriis ‘vf WITHOUT rn ANU om iN FUEL FILTERS. el 4 nt eee ce \ iN RELIEF iso = { \\ emcee) 4 HHH — r ANNAN = \ VICKERS- DAVIS VICKERS UNIVERSAL PULLEYS \ iN NAVIGATION sf \ LAM .. AND GUARDS FOR \ (LIGHT PATTERN) a | LIGHT CONTROLS. KX Mn) a | (® B. E. sa. \ Ss WA enen | \ “MALLEVILLE” \ Cw VICKERS (PpaTENT) \\ ADJUSTABLE PIPE CLIPS. SPECI FICATIONS. (yp RAULIC BRAKES. it >> ont, ; 2 | {i a Ae * NG Se ayw™ Telegrams: VICKERS. SOWEST: LONDON. Qt Telephone: VICTORIA 6900. All Enquiries for above Accessories to the Works: : BYFLEET ROAD, WEYBRIDGE, SURREY. , WR Head Office: af \\ A Cds VICKERS HOUSE, BROADWAY, LONDON, SM. NG) WA \ \s wd | 8) IW UI U0. __o.1]._ AUNT KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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e 602 (Supplement to THE AEROPLANE) T h e M O t h . ae Aprit 2, 1930 is, the pivot point is carried by the moving system with the jewel in the upstanding pillar. . For civil aviation a direct-reading compass, in which the magnet system carries a graduated card, is a great advan- tage. In the K.B.B. compass the readings are taken from the forward side as in a ship’s compass, so that all readings are natural and not reversed. . This compass may be mounted on the dashboard, but a floor mounting is recommended. When used like this the aperture bowl is closed by an inclined plano-convex lense, which enables it not only to be much magnified but to be read at any position from nearly vertically above to a line of sight about 30 degrees from the horizontal. For night use these compasses may be either electrically illuminated or treated with radium. When treated with radium the four cardinal points and the lubber point are indicated by clearly recognisable sym- bols, as it has been found difficult to make small figures and letters distinguishable in the dark at a distance. Each 30 degrees is shown by a luminous mark, so that a very simple and distinguishable card is obtained in so small a size. Actually the card is only 14 inches in diameter before magnification, and this small size is responsible for its re- markably quick deadbeat action in the machine. If it is deflected 90 degrees from the meridian and released it returns to the meridian in 5} seconds, overswings by 7 degrees and promptly returns to equilibrium. IRVING AIRCHUTES. So many private owners of light aircraft are adding the parachute to their flying equipment that the standard metal-fuselage Gipsy-Moth is being produced with special seats to accommodate the Irving seat pack parachute. In wooden-fuselage Moths these. seats may be fitted when requested. The new seat is lower, slightly larger and curved and flanged to suit the shape of the Irving pack. A section is indented in the bottom of the seat to fit the protector flap over the parachute locking device. These modifications make no difference to the position of the pilot. When he is not wearing ‘the parachute he uses a special air-cushion _ ‘provided by the De Havilland Company. The experience of the Royal Air Force with D.H. Moths has shown that the Irving seat-pack is admirably suited for | use with light aircraft. The pack is small and compact and weighs only 18 lbs. MAPS. Edward Stanford Ltd., of Whitehall House, 29-30, Charing Cross, S.W.1, the well known cartographers, have produced a very large series of maps suitable for the air traveller. They publish the quarter-inch scale Ordnance Survey Maps, mounted on card and eyeletted round the four edges. With hinged rings these can be joined together, either North,’ South, East, or West, to suit the requirements of the pilot and his route, or they may be used separately. The map sheets are treated with the company’s patented “Lutra” process, which makes them impervious to weather, oil and petrol. With a special grease pencil, which is provided with the maps, routes, distances, etc., may be marked on the maps, and on the termination of the journey these marks can be easily removed without injury to the tnaps.— A four-mile Civil Air Edition Map of England and Wales is in preparation by the same process. , The company will also prepare maps for any particular purpose and for any country, and these can be marked with routes, distances, magnetic courses and positions of aero- dromes. Certain standard Continental maps on loose-leaf cards and mounted in folders are already prepared. Other access.r;1es made by the firm are an “ Aero” map- carrier, specially made to hold their standard maps and to be fixed in the cockpit of an aeroplane, a special Roller map case for strip-maps, a pilot’s Knee Writing-Pad, com- plete with paper and pencil, and all kinds of navigational accessories, such as slide-rules, protractors, compasses, etc. Stanfords have prepared maps for a large proportion of the well-known long-distance flights made during the past few years. These include the London—India flight of Messrs. Stack and Leete, Lady Bailey’s flight from England to South Africa and back, the England—South Africa flights of Lieut. Bentiey, etc. All possible users of maps for air touring are invited to visit the company’s showrooms. DUNLOP WHEELS AND TYRES. The Dunlop Company, whose history is that of the Pneu- matic Tyre Industry, has developed through long experience the appropriate type of tyre for every form of transport. The name Dunlop is universally associated with pneumatic tyres and rims of the wired-on type. The Dunlop Aero Tyre and. Rim, which. incorporate this feature, has- been - de- veloped for aircraft purposes. The principle of this tyre involves the use of inextensible wire rings in the edge of the tyre smaller than middle of the rim itself. This necessitates a simple fitting operation. ' ; \ a 2 : A FLYING MAP.—A typical Stanford map showing the loose-leaf form of mounting. To fit the tyre to the rim one edge of one side of the tyre is pushed into the well of the rim and by the eccentricity so obtained it is possible to manipulate the remainder of the cover edge into position. The operation is repeated for the other side of the cover. : It is not possible to reproduce by accident the operations required to fit the tyre so that there is no possibility of the Dunlop Aero Tyre becoming detached from the rim, however severe the landing conditions, or in spite of any loss of pressure that may occur. The 4 in. by 15 in. (600 by 100) Dunlop wheel and tyre ar- standard for the D.H. Moth. The latest development of the Dunlop Company is the patent Light-Alloy Disc Wheel, and this is an optional fit- ment on the Moth. This wheel is 2 lbs. 10 oz. lighter than the standard wheel. PALMER WHEELS AND BRAKES. Palmer Tyre Ltd. are pioneers in the manufacture of wheels and tyres for aircraft. They began research work in 1913, and by the time of the outbreak of the war 1914-18 they were in a position to supply special aero-wheels.and tyres to suit the types of aircraft then being produced. From this small beginning grew the immense organisation which supplied wheels and tyres for practically every air- craft built during the war. That these wheels were evolved on correct principles is proved by the fact that the present Palmer wheel is still fundamentally the same. The Palmer Company supplies special wheels for the Moth. These are No. 186 with 600 by 75 tyre for speed work, No. 188 and No. 333 with 600 by 100 tyre for standard use, and No. 188 with 650 by 125 oversize tyre for use on soft ground and in the Colonies. Palmer wheels were used on the Moths which won the King’s Cup in 1926, 1927 and 1928 and the Siddeley Trophy in 1928 and 1929. Several long-distance flights, including the pioneer flight from England to India by Messrs. Stack and Leete, have also been made on Palmer wheels. The above tyres can, if desired, be equipped with the Palmer Aircraft Brake. This brake is of the fluid pressure type and consists of an annular expansion chamber to which are attached a com- plete ring of brake-blocks, which, when the brake is in operation, are forced into frictional contact with the drum. This brake may be operated either by air or by oil, but the latter is intended for light aircraft as the installation is simpler and lighter. Pressure on the foot-pedals mounted on the rudder-bar forces oil to flow from a small container into the annular chamber and expand it. When the brake pedals are -re- leased oil flows back into the container. A reserve of oil

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APRIL 2, 1930 T h € M O t h (Supplement to THE AEROPLANE) 603 Moth owners are advised to fit these PALMER LANDING WHEELS & TYRES Wheel No. 186, With 600 x 75 tyre. For speed work. [Extremely light and perfectly stream-lined. Wheel No. 188, with 600 x 100 tyre. Wheel No. 333, with 600 x 100 tyre. For standard use. Strength for strength are th lightest units of their size. 7 Wheel No. 188, with 650 x 125 oversize tyre. Particularly recommended for use on soft ground and in the Colonies. Of especial interest to Moth owners 1s THE PALMER AIRCRAFT BRAKE which resolves the numerous problems connected with taking off or landing in confined spaces. Every flying man should obtain a copy of our brochure in which the Palmer Aircraft Brake is fully described and illustrated. Free on request. THE PALMER TYRE UIMITED, Contractors to the Admiralty, War Office, Air Ministry, India Office, G.P.O., | The Crown Agents for the Colonies, etc. 100-106, CANNON STREET, LONDON, E.C.4. Telegrams: TYRICORD, CANNON, LONDON. Telephone: MANS.ON HOUSE, 6530 (9 lines). (638) KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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(Supplement to THE AEROPLANE) 606 The Moth APRIL 2, 1930 PLYWOOD. Nachman Kremer and Sons Ltd., of 10-11, Hill Street, London, E.C.2, are manufacturers of the well-known “ Krem- ply ” plywood which is used by the leading British aircraft manufacturers. This plywood is made in their London factory and can be supplied in all sizes. The company also manufacture an armecured plywood known as “Kremore.” This is ordinary plywood faced on both sides with either stainless steel, monel metal, aluminium, galvanised steel or copper sheet. It can be used for practically any purpose, is easily worked and is impervious to all destructive agents. The company will be pleased to supply full particulars of their products to all firms interested. B.T.H. MAGNETOS. The magnetos used on the D.H. Gipsy III engine are of the AG4-4 type manufactured by the British Thomson-Houston Co., Ltd., Coventry. These magnetos are in essentials suit- able for all the four-cylinder Gipsy and Cirrus engines. They are lightweight, base-mounted, rotating-armature machines of simple, compact and robust construction. The base, distributor end-plate and driving end-plate are die-cast in aluminium as a single unit, and are integral with the laminated poles. Not only does this give an exceedingly rigid and robust mechanical structure, but it also ensures accurate alignment. As the distributor is of the “ jump spark” type, distributor tracking troubles are avoided, and in consequence all that is necessary is to clean the distributor track very infrequently. The safety spark-gap is of the rotary type. It is mounted on the distributor-gear wheel assembly. This ensures re- liability, as undue ionisation is prevented. Nickel is used for the distributor segments and distribut- ing electrode. The design of the contact-lever bearing-brush and contact- lever heel is such as to ensure long life and to provide against Seizure troubles. Very accurate formation and spacing of the cam-segments is achieved hy machining them from a continuous cam ring. This construction does away with the liability of-the segments to be displaced relatively” to one another. Contacts are of iridio-platinum, which is the most suitable material for the contacts on magnetos. Another feature concerns the condenser. This tonsists of a large number of thin sheets of mica and tinfoil held to- gether by means of clips. This construction does away with the necessity of drilling the plates after the condenser is assembled, with the likelihood of cracking the mica. An impulse-starter is incorporated in the magneto, the function of which is to simplify the problem of engine- starting and enable any size of engine to be started with com- parative ease under the worst conditions. This device con- sists essentially of two members, the driving member, which is coupled to the magneto driving-shaft of the engine, and the hub assembly, which is rigidly secured to the magneto spindle. The hub carries two pawls, one end of which en- gages with a cam profile machined on the inside face of the driving member, the driving member and hub assembly being linked together by a stout helical spring. <A special end-plate is fitted to the driving-end of the magneto and is provided with a stop. _ The action of the impulse starter is as follows :— When the driving member is rotated, one of the pawls will reach the top position and as it is free to drop it will engage with the stop on the end-plate. The armature and hub assembly are thus locked, and held stationary. Further rotation of the driving member will cause the helical spring to be wound up, and an angular displacement will take place between the driving member and hub assembly. The B.T.H. A.G.4-4 magneto as engines. fitted 10 the Gipsy . with-the aid of these’ plugs. At a pre-determined position the cam on the inside face of the driving member engages with the outer end of the pawl and forces it inwards. This disengages the pawl from the stop in the end-plate, and, owing to the winding up of the spring, the hub assembly together with the armature receives a sudden impulse. The magneto is timed so that the contacts separate during this very rapid ‘‘ flick over,” and &n intense spark is thus automatically produced. ‘ The pawls are so weighted that the heavy ends are thrown out by centrifugal force and automatically clear themselves from further engagement with the stop on the end-plate as soon as the engine accelerates. The speed at which this occurs is about 160 r.p.m. magneto speed. As soon as the pawls cease to engage, the two members, i.e., the driving member and the hub assembly, rotate as a single unit. As two pawls are fitted two impulses are obtained every revolution of the magneto shaft. ZENITH CARBURETTERS. Zenith carburetters have been associated with the Aero- Engine Industry since its inception and in the intervening period have made a reputation that is well known all over the World. The Zenith 48 R.B. carburetter is standard in the D.H. Gipsy engine and this important accessory helped to make aero-engine history when through its aid the Gipsy engine completed the 600 hrs.’ reliability test last year with no trouble whatever. K.L.G. SPARKING PLUGS. K.L.G. Sparking Plugs Ltd., of the Robinhood Engineering Works, Putney Vale, S.W. 15, have produced a special light plug known as Type 294, whick is particularly: suitable for the Gipsy and Cirrus engines. This is a miniature plug, and in addition to giving a greatly improved performance this plug is noteworthy for the saving of weight and over-all dimensions obtained. The projection of the plug from the cylinder has been reduced by # in., which helps the design of the engine cowling, and the reduction in weight actually represents a saving of over 3} lbs. in a normal 12-cylinder engine. The greatest difference between the construction of this special plug and that, for instance, of the older F.12 type, is in the method of securing gas-tightness. In the F.12 type plug this was done solely by the com- pression of the assembly of mica washers between the head on the inner end of the elec- trode and the external nut. The heavy compression necessary resulted in the electrode itself being severely stressed. In many cases the head of the plug distorted under heat and in relieving the compression allowed leak- age which destroyed the insulation. In the type 294 “ gas-tightness”’ is ensured permanently by contracting a central gland onto the insulating wrap- ping between a top and bottom as- sembly of mica washers and so prevent- ing leakage by a local nip on or about the centre of the electrode. By this method no reliance is placed on the compression of mica washers and the electrode is subjected to no stress. There is no need to refer to the effi- ciency of the 294 in service. This plug is a standard plug for the Gipsy and Cirrus engines. LODGE PLUGS. Lodge Plugs Ltd., of Rugby, have pro- duced a special plug known as the Model A-50, with a small diameter (12 mm.) thread. A high efficiency engine of the Gipsy type subjects sparking plugs to a wide range of strenuous conditions. The de- sign, material used, and the general con- struction of the A-50 plug are obviously the best obtainable, and this plug has gone through a 100-hours’ observed type test in the Gipsy engine without any re- newal or even cleaning and adjustment. For the Cirrus and Hermes engines the Lodge standard A-21 (18 mm. thread) long-reach aviation plug, which has full Air Ministry approval, is used and ap- proved by Cirrus Engines Ltd. The well-known reliability of Lodge plugs in all types of internal-combustion engines ensures that users of Gipsy, Cirrus and Cirrus-Hermes engines need have no cause for uneasiness when flying

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APRIL 2, 1930 , | T h € M O t h (Supplement to THE AEROPLANE) 607 In the Air ® @ @ eee aS on land and water Zenith always scores ! The ZENITH CARBURETTER IS STANDARDISED on the GIPSY MARK II engine — British Made The ZENITH CARBURETTER COQ. specialise in carburetters for all types of internal combustion engines Engine Designers are invited to avail themselves of the highly specialised know- ledge of the Research Staff - of the Associated Zenith Carburetters Companies who are always glad to design carburetters and induction systems for any new or existing type of air- craft engine. Let Zenith solve your carburation problems. there is a ENIT for every engine ! ANGLO - PERSIAN OIL CO LTD British Petroleum Co, Ltd. Britannic House. Moorgate. E.C.2 Distributing Organization ZENITH CARBURETIER CO., LTD., 40/44, Newman Street, | : _ Lendon, W.1. os 4293 | KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 608 (Supplement to THE AEROPLANE) Moth APRIL 2, 1930 GOODYEAR AIRWHEELS, The Goodyear Tyre and Rubber Company, which company was largely responsible for the introduction of the low- pressure tyre for road transport, have produced a range of low-pressure airwheels for aircraft which have produced some very interesting results. The Goodyear Airwheel is a large air-volume tyre with a cross-sectional diameter close on half its wheel-diameter. Rims, spokes and wheel-framework generally have been eliminated so that the entire wheel consists only of a full balloon-cover mounted directly onto the hub. This wheel, the general appearance of which can be gathered from the attached illustrations, has been tested in American wind-tunnels and has shown that it produces less drag than the ordinary tyres and wheels which they replace. This fact has been confirmed by tests made at the U.S. Air Corps Experimental Station at Wright Field, Dayton, Ohio, and also in many flying tests over a measured course. A 22 by 10 Goodyear Airwheel, which size is suitable for the Gipsy-Moth and other similar size light aircraft weigh- ing approximately 1,700 Ibs., has been proved in America to produce 25 per cent. less drag than an ordinary 30 by 5 faired wheel, which size it replaces. In various speed-tests made in, America on three different makes of aircraft an average increase in speed of 5 m.p.h. was obtained with this size of wheel over the corresponding size in ordinary spoked and faired wheels. The same size wheel has been tested in the wind-tunnel of Boulton and Paul Ltd. In these tests the drag of the wheel at 100 ft. per sec. was 3.566 lbs. This type of wheel is claimed to possess many notable advantages. In the first place, as the Airwheel has no rim, spokes or other framework it cannot collapse under severe drop or side-wind landings. Even when punctured or badly cut the damaged, tyre takes the greater share of the strain and serves as a cushion. The hub continues to turn with- out hindrance and provides a rolling contact with the ground, regardless of the condition of the Airwheel. Tests have been made with a machine equipped with a pair of 22 by 10 Airwheels, one of which had been cut through casing, fabric and inner tube for five inches. All sorts of take-offs and landings were made in all sorts of weathers, but at no time did the machine show any tendency to slew round, as is common with deflated high-pressure tyres, except during the last few feet of run. Efforts were made to strip both the inflated and the punctured Airwheels from their hubs, but this could not be done. The makers claim that in a take-off an Airwheel offers less resistance because the low pressure allows it to swallow bumps and obstacles instead of being lifted over them. The large sectional diameter of the Airwheel allows an increase in pressure of approximately 80 per cent. at the time of landing impact. This building up of pressure assists in stopping and softening the impact shock. Owing to the increase of the width of tread, as the Air- — OS Ge yes We 4 THE GOODYEAR AIRWHEEL.—An English-built Gipsy-Moth owned by. Mr. E. S. Bramley of the Redmond and Bramley Oil Co. Inc., of Rensselaer, N.Y. With the Goodyear Airwheel equipment Mr. Bramley flies his | Moth into and out of fields where more experienced pilots have had their machines turned over by mud, He [| ~ SS SS i ; 3 WAEQ x BSS RAG SACL ARN NSS . QO wheel cushions on landing an aeroplane can make safer contact on soft ground, snow, sand and rough surfaces, and, as with the take-off, obstructions such as stones, cross- furrows, etc., are absorbed by the tyre and do not tend to defiect the machine from its course or trip it up. The Goodyear Company have two machines of their own on which they are testing out the Airwheel. One of these, a Fokker Universal, which weighs 5,400 lbs., has had the shock-absorber legs removed and replaced by rigid girders. This machine has been fitted with a pair of 37 by 16 Air- wheels inflated to 7 Ibs. pressure, which act as the sole shock-absorbing medium. This machine has passed all the American Department of Commerce tests, which call for a 24-inch drop during whicn no greater force than six to seven times the static load shall reach the undercarriage or fuselage without the tyre ever bottoming on the rim, let alone damaging the landing gear or fuselage. This cleaning up of the undercarriage from the point of view of resistance, as well as maintenance, coupled with the ‘reduced drag obtained with the Airwheel, are features well worth studying. . SPRINGS. Geo. Salter and Co. Ltd. of West Bromwich are manu- facturers of springs of all kinds. This company has had longer experience in the making of springs for aircraft pur- poses than any other firm. It has a department specially devoted to the manufacture of these springs and it is con- tinually making extensive research. ‘They make springs of all sizes, ranging from the smallest valve spring to very heavy pattern springs for landing gears. The Gipsy engine which completed an endurance test of 600 hours was fitted with Salter valve springs, and when the engine was dismantled the springs were found to be in perfect condition and still working within the tolerances allowed. A TENDER FOR MOTHS. A number of people who have lately learned to fly, who ‘previously used big or medium-sized cars for transit, have now disposed of their big cars and have bought light aero- planes and small cars. A particularly suitable car for use as a tender to a Moth- Three is the M.G. Midget. This can be had either as an open 2-seater or aS an “occasional 3” coupé. The Midget is cheap to run and has a petrol consumption of about 40 m.p.g. If you are in a hurry to reach or to leave your aerodrome the Midget is capable of 65 m.p.h. Owing to the high rate of acceleration the average speed through traffic is good, and as an aeroplane tender is nor- mally used for going short distances through traffic this point is very important. Both Capt. de Havilland, the founder, managing director and chief designer of the De Havilland Aircraft Co., and Mr. Hubert Broad, the company’s chief test pilot, are owners of M.G. Midgets. SS WMS % WS RS KT x SSS , has also flown onto and off snow where everyone else has used skis. i -

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APRIL 2, 1930 T h e M O t h (Supplement to THE AEROPLANE) 609 SPARS for MOTHS _ CUT TO SIZE OF FINEST SELECTED SITKA SPRUCE. Guaranteed to conform to British Aircraft Spectfication. A consignment of “POSEY” MOTH SPARS cut to size has recently been supplied to the De Havilland Aircraft Co., Ltd. POSEY SPARS were used in Lindberg’s Atlantic Flight. POSEY SPARS », Commander Byrd’s North Pole Flight. POSEY SPARS 4, The World’s Record Refuelling Flight, etc. POSEY SPARS ,», The First Flight from U.S.A. to Honolulu. POSEY SPARS » Lhe Flight from New York to Tokyo. By Messrs. Schlee & Breck. ~2_w rewesnaives: LOUIS BAMBERGER & SONS, 27/28, FINSBURY SQUARE,—\W\—YYYYYE..C..2. “MOTHS” PROTECTED BY HALL'S AIRCRAFT PAINTS, VARNISHES & CELLULOSE LACQUERS. All the world over in heat and cold, damp or dry the wood or metal structure of ‘Moths’ is well protected by Hall's 2x 14 Priming Varnish . or 56A Black Enamel. | APPROVED MANUFACTURERS TO AJI.D. SPECIFICATIONS. ESTABLISHED IN BUSINESS FOR ONE HUNDRED AND FORTY TWO YEARS. JOHN HALL & SONS (fs2:) LTD., MANUFACTURERS OF BROADMEAD, 173 PANCRAS RD., BRISTOL. iK ) 6 LONDON. THE DOUBLE PROTECTION PAINT. with the Enamel Finish. KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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610 The (Supplement to THE AEROPLANE) VICKERS ACCESSORIES. The reliability of the Moth is well known, and Vickers accessories, which are used for certain very important duties, contribute to the reliability of this machine. Vickers streamline wires are used for the wing bracing, a Vickers hand-pump is used for transfer of fuel from one tank to another when an extra fuselage tank is used, and a Vickers petrol-cock is used to control the fue! supply from the standard centre-section tank to the engine The hand-pump and fuel cock are of a special light type and have been developed by Vickers (Aviation) Ltd. of Weybridge for small aircraft. CELLON DOPE. The painting of aircraft has with the growth of private flying become a very important feature in the sale of light aeroplanes. Before the advent of the Moth the require- ments of aircraft constructors were limited to very few standard pigmented dopes. The production of light aircraft in quantity at a price analogous to that of a high-class automobile has introduced the feature of special colour schemes to the tastes of indi- vidual purchasers. Cellon Ltd., with their Cellon Dope and Cerric Lacquers are in a position to produce special colour schemes with 2 finish that is vastly superior to that of paint and varnish. National Flying Services have a colour scheme of black an@ orange and Cellon finishes have been standardised for the application of this scheme to all their aircraft. Other special aircraft colour schemes. prepared by Cellon Ltd. are those of Shell-Mex Ltd., Anglo-American Oi] Co. Ltd., etc. Cellon Dope is made with cellulose acetate, which, with its resistance to fire, should appeal to the private owner. TITANINE DOPE. One of the most outstanding exhibits at the Aero Show at Olympia last year was the De Havilland stand, which in- cluded three Gipsy-Moths, and one of the most pronounced and universal comments on these machines was on the finish which had been got on fabric, wood and metal surfaces. This was due in a large measure to the application of Titanine Dopes, Finishing Materials, Varnishes and Lacquers which have been used by the De Havilland Com- pany for many years and are still used by them almost exclusively. Titanine Dopes, as is well-known, give maximum tautness with minimum weight and maintain that tautness con- stantly under all climatic conditions. Titanine doping schemes also produce a very smooth and uniform finish which, in conjunction with constant tautness and extreme durability, is one of the greatest assets in _the sale of air- cra JOHN HALL AND SONS. John Hall and Sons (Bristol and London) Ltd. are well- known giass-merchants and craftsmen and manufacturers of paint, varnish and cellulose lacquer. The company has been established for 142 years and their paint business has been built up chiefly on high quality finishes for the decorator and coach painter. “Brolac ” double-protection paint was originally produced for these trades, but it is suitable for every purpose. It is ideal for use on civil aircraft, where an attractive finish is required, as the finish is similar in appearance to that of colour and varnish or enamel and it resists extremes of heat and cold or sea water in a remarkable way.- The company first entered the Aircraft Industry during the War 1914-18 when they manufactured large quanti- ties of varnishes for the protection of woodwork. They were re-approved ‘as official manufacturers by the Air Ministry some six years ago and they are to-day in a position to supply everything in paint, varnish or dope. Their head office and main works are at Broadmead. Bristol, the varnish and cellulose works at St. Philips, Bris- tol, and the new “Brolac” works and athletic ground at Hengrove, Bristol, adioining the new municival Air-Port. Their London office and warehouse is at 173, Pancras Road, N.W., where is to be found the manager of their Aircraft Department, Mr. St. John Plevins. WAKEFIELD CASTROL. Since the first Gipsy engine was made in 1928 the De Havilland Aircraft Co. have always used and recommender Wakefield Castrol. The grades recommended are: Castrol XXL in summer, Castrol XL in winter, Castrol CW in very cold climates, and Castrol R for racing. The famous sealed engine test, in which a standard Gipsy engine ran faultlessly for nine months, and 51,000 miles was run throughout on Wakefield Castrol. The consumption averaged .45 pints per hour, or nearly 1,500 miles per gallon, and at the conclusion of the tesz Moth APRIL 2, 1930 — the performance of the engine was checked and proved to be in- every way equal to that of a new one. On examina- tion by A.I.D. Inspectors, it was found that the carbon deposit nowhere exceeded twelve thousandths of an inch in thickness—in all a remarkable confirmation of the faith of the De Havilland Company in Wakefield Castrol. DUCKHAM’S ADCOL. Alexander Duckham and Co. Ltd. have a very high repu- tation as manufacturers of lubricants. This company is on the approved list of oil suppliers to the Air Ministry, which is. entirely satisfied with their products and methods of manufacture. Adco Aero Oil N.P.5 complies with the Air Ministry’s Specification D.T.D. 109-P.4, and is recommended by the De Havilland Aircraft Co. Ltd. for the Gipsy engine and by Cirrus Aero Engines Ltd. for both the Cirrus and Hermes. The same grade is used exclusively by the Brooklands School of Flying Ltd. for their fleet of Moths, and National Flying Services Ltd. use and recommend it. In July 1929 Mr. A. C. M. Jackaman, in his privately- owned Gipsy-Moth coupé, won the Challenge Cup at the Rotterdam International Meeting on Adcol oil. BALL-BEARINGS. The standard ball-bearings used in the Gipsy engine are supplied by the Skefko Ball-Bearing Co. Ltd., of Luton. The S.K.F. bearings which are used are a single-thrust ball-bearing, type 2910, 50 by 74 by 18 mm. in the main crankshaft, and two single-row deep-groove ball-bearings, type 6202, 15 by 35 by 11 mm., one in the magneto driving- gear, and one in the oil-pump driving-gear. S.K.F. bearings are also used in the control system of the Moth, two on the central control unit and two on the ailercn control. ; An interesting fact is that the Managing Director of the Skefko in England, Mr. Karl Dahlbeck, was one of the first people from another country to learn to fly in England. He was at the Graham-White School in 1912 or 1913. ENGINE CASTINGS. Except for one or two items the whole of the aluminium alloy castings used in the Gipsy engine are, and have been since the engine was first produced, suvvlied by William Mills, Ltd. of Grove Street, Birmingham. These include such parts as crankcase, oil sump, timing gear cover, and a number of smaller castings. A considerable portion of the output of William Mills Ltd. is destined for use in aircraft engineering. This de- mands the very highest degree of foundry skill and metal- lurgical supervision and a special bay is set avart for this class of work. This bay has its own melting and alloying plant and is under the close personal care of the company’s chief metallurgist. THE AVON INDIA RUBBER CO. LTD. The Avon India Rubber Co. Ltd. specialise in the manu- facture of all rubber fittings for aircraft use. This company has specially designed a large number of fittings for the De Havilland Aircraft Co. Ltd. for use on the Moth. These are made in various grades of rubber, the result of many years of specialised research and experi- ment, to meet A.I.D. specifications and tests. Their specialised aircraft fittings include streamline, cir- cular, solid and cylindrical section rubber shock-absorber compression buffers for undercarriages and oleo legs, rubber rebound buffers for undercarriages tail-skid shock absorber buffer-rings, tail-skid rebound buffer-rings, tank mounting rubber buffers, engine-mounting rubber buffers, oll and petrol-proof hose, etc. A selection of these are shown in the photograph below. AK A selection of rubber accessories made by the India Rubber Co. Ltd. for aircraft. Avon

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T h e M O h (Supplement. to THE AEROPLANE) ~ 611 APRIL 2, 1930 HAI ; a — . f P m1 754 jp . | ai 24" |) uy Su. “¥ itt abs. ¥ M49 Pohl Pee a st rit t woes rere TT TA H \ - i] 1 , U = te J - a ’ ¢ b> . rrG s ‘ ww ae 4 : ~j oe me aes 3 * oN an a. a | so eo. . i. @y ~ Sa! ‘N a ae. 4 iS < Pa Fugees “i : = : : . 2 « 2 ‘ Ye id . 2 iM , 1 bE. . — , : Sie eal ' - f BY ne ae Pee were WILLIAM , } PHOTO OF GIPSY ENGINE BY COURTESY OF THE DE HAVILLAND AIRCRAFT CO., LTD. ~ DUNLOP RUBBER Co. Ltd.,. FORT DUNLOP BIRMINGHAM. Branches throughout the World. Ce .HL 131 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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"4 Wea ESUIDKLY The 612 (Supplement to THE AEROPLANE) Moth - Aprizt 2, 1930 MOTHS IN THE SCHOOLS. THE DE HAVILLAND SCHOOL OF .FLYING. The De Havilland School of Flying was the first school, outside the Clubs, to adopt the Moth as an instructional machine, and this school is now by far the biggest in this country. In addition to being a civilian school, it is also one of the officially appointed schools for the training of officers of the Royal Air Force Reserve. Elementary train- ing is given on Moths and advanced instruction on D.H.9s. The De Havilland Company also operates an Aeronau- tical Technical School, given to prepare aeronautical students for ground engineers’ and pilots’ licences. The flying and ground schools have trained students from almost every part of the World. In 1928 the school flew a total of 4,445 hours and in 1929 the flying time was 6,7913 hours, of which 3,806} hours was R.A.F. Reserve train- ing and 2,9853 hours civil ab initio training. The equipment of the school in 1929 was 14 Moths and one D.H.9. NATIONAL FLYING SERVICES. National Flying Services Ltd. has organised a Sales, Service and Housing organisation for private owners. In the sales of aircraft N.F.S. will either sell new ma- chines, or will take second-hand machines in part exchange, or sell them on a normal commission basis. They have already sold over a dozen Moths, including seven new ones. Attractive terms for housing light aircraft are offered by N.F.S. either in the general hangar, in the open or in private lock-up hangars. For aircraft of the Moth type with folding wings these charges range from £2 10s. per month, including landing fees, in the general hangar, to £3 15s. per month for a private lock-up hangar. N.F.S. has also a maintenance service, which is available at all N.F.S. aerodromes for light aircraft housed on a period agreement, and for an inclusive monthly sum of £3 per week, or £12 ver calendar month, complete maintenance of engine and aeroplane is made to a regular schedule. National Flying Services also use Cirrus-Moths at their instructional centres in various parts of England. Particulars of all these facilities for instruction and pri- vate flying offered by N.F.S. may be had on application to the head office at Grand Buildings, Trafalgar Square, London, W.C.2. THE BROOKLANDS SCHOOL OF FLYING The Brooklands School of Flying is situated in the centre of the Brooklands Race Track, the site of the oldest civil. aerodrome in the country. It is under the Managing Directorship of Mr. H. D. Davis, A.F.C., its founder and chief instructor, and the other in- structors are Major C. M. Pickthorn, M.C., and Mr. E. H. Jones. All three have been graded Al by the School of Special Flying at Gosport, and all have flown over 2,000 hours. There is particular interest also in noting that every shareholder in the company is a qualified pilot. This school provides instruction of the very best type, has well-equipped living accommodation for pupils, a very com- plete repair and reconditioning service and a Moth sales service. The school operates on Moths, and it has a very enviable record for the quality of its output of trained pilots. During 1929 the school flew a total of 3,332 hrs. 40 mins. on instruction and passenger flying with 13 Moths. The sales service includes the sale of new and secona- hand ‘Moths, a part-exchange, and/or easy-payment system and an efficient service after sales. Wel ‘OS? 10 FLY. HOUSE 95100 TE 2G : 5 & y ao“ it | yo e wee ‘ 2 SEMA ONE Hount oe Jad: € 85h LES ECE ME, at which a thorough training is - AIRWORK LTD. Airwork Ltd. have established themselves as the Arst unsubsidised Air-Park on modern lines. They have created a precedent and are regarded as a model. Interested people come from afa. to see the Air-Park in being, especially people from enterprising municipalities who are thinking of shortly going and doing likewise for themselves. The concrete hangar, the club house and social focus, the observation tower, the private lock-up hangars. and the showrooms have all been mentioned frequently in THE AERO- PLANE. Heston is an approved Customs aerodrome, which is particularly handy for the private owner who wants to fly straight to the Continent and back. The Airwork Flying School at Heston is, as far as the writer knows, the first organisation of. its kind to use radio for instruction. A remarkably compact receiving set which weighs only three pounds is installed in the Airwork Moths. With it the instructor on the ground can tell the pupil what to do on his or her solo flight. Airwork Ltd. have recently installed an engine overhaul and maintenance department. Here a private owner’s engine can be taken down, washed, inspected and generally overhauled ready for its next 300 hours, or whatever the approved figure happens to be. MARSHALLS’ FLYING SCHOOL. Marshalls’ Flying School Ltd. opened their aerodrome on the Newmarket Road, near Cambridge, on June 9, 1929. This aerodrome is one mile from the centre of Cambridge and is served by a twenty-minutes omnibus service. A Flying School was started in October 1929, coincident with the opening of the University year. This school oper- ates with two Gipsy-Moths. PHILLIPS AND POWIS AIRCRAFT LTD. Phillips and Powis “Aircraft (Reading) Ltd., of Reading Aerodrome, are Moth agents and also operate a Flying School, known as the Phillips and Powis School of Flying, in which they use five Moths. Since the school started, at Easter, 1929, 1,035 hours have been flown, 216 pupils have taken instruction and 16 “A” licences have been obtained. Since the school has reduced its rates to £2 per hour, which, it is believed, are the lowest school rates in England, it has been very busy. Mr. W. Giddy is the Chief Instructor. As Moth agents the company keeps a new Gipsy-Moth in stock for immediate delivery and another for demonstration purposes. It offers every facility to private owners from a private aeroplane lock-up to a properly-equipped workshop. It has a stock of used Moths for sale ranging in price from £200. Ten new and second-hand machines have already been sold, and the company has orders for three Moth-Threes. THE AGRA. ENGINEERING CO. LTD. In May 1929 the Agra Engineering Co. Ltd., of Haldon Aerodrome, Teignmouth, S. Devon, became agents for the De Havilland Aircraft Co. Ltd. Since then they have taken five new wood-fuselage Gipsy-Moths, one new metal fuselage Gipsy-Moth, and they have on order one Moth-Three. Up to the time they took the agency there had not been a Moth sold to a private owner in Devon or Cornwall. The company carries a “running repair” stock of Gipsy engine spares for the benefit of private-owners or visitors. For demonstration and tuition the company uses a wood- fuselage Gipsy-Moth, and its freedom from trouble has been highly gratifying. SS > WI Qs s 3$ 100. GIPSY” ; Fach RAN WX \ SSO 2S AMAA AAS §675 & STOCK CASH OR DEFERRE ED - IN THE SHOW ROOM.—The sales department of the Brooklands School of Flying Ltd., showing tw) machines ready for delivery.

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APRIL 2. 1930 T h e M O t h (Supplement to THE AEROPLANE) 613 This proved Metal Propeller | ||| is now available . . . to the ||| ‘SMoth” owner. ..... - LIGHT | DURABES ——— | ADU Ssies Bow CLERR Art ON: BS s ERE is the ideal light aeroplane propeller. | Mctal—and so immune from _ warping, corrosion, or wear. Of hollow laminated construction—and so lighter yet more rigid than solid metal propellers. Adjustable--so that the owner can alter the pitch to suit his this propeller. Flying tests have proved its soundness. Fitted with it, your ‘‘Moth”’ will be a better aeroplane. Price and Details on PEMEOER ON: PURLEY WAY, CROYDON, SURREY. Telephone—Thornton Heath 1290-1. Regd. Office—53, Parliament Street, S.W.1. requirements. Years of experience are behind Aerumarine, W E supply all the Steel Tubing used in the construc- tion of the Metal “Moth” and the “Moth IIL” in- cluding special manipulated Toes such as Taper Gauge Axle Tubes. REYNOLDS TUBE CO., LTD., , _ HAY HALL WORKS, Al | TYSELEY, ai / / i ne bas eena BIRMINGHAM. faa | IRA IE r Ts : KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 1614 *Supplement to THE AEROPLANE) Moth MOTH USERS THE WORLD OVER. AUSTRALIA. In June 1925 the Australian Government bought the first -two D.H. Moths from England. The object was to examine tthe possibility of this type as an economical training ‘machine for the R.A.A.F. In November 1925 the Minister of ‘Defence approved a Light Aeroplane Club scheme and an -order for four Moths was placed in England. The first club to begin operations was the Sydney Club, operated by. the N.S.W. section of the Australian Aero Club. From this time on the Moth was firmly established as an .tdeal training machine in Australia. The direct result of the signal success of the Moth as a club training machine was the final adoption of the Moth -by the Royal Australian Air Force. Early in 1927 the Australian branch of the De Havilland ‘Company was formed, under the title of The De Havilland Aircraft (Proprietary) Ltd., with head offices at Whiteman ‘Street, South Melbourne. Major Hereward de Havilland was made Managing Director. Major de Havilland landed at Perth in February 1927. A ‘Moth which he had taken out with him was assembled, and in this machine, with Sq. Ldr. Eric Harrison, R.A.A.F., as passenger, he flew from Perth to Melbourne, a distance of .2,230 miles, in 32 flying hours. The first Australian-assembled Moth was turned out in -April and was supplied to the Sun newspaper of Sydney for press work. Early in 1928 the De Havilland Aircraft (Proprietary) Ltd. "received orders for twenty Moths to equip the training cestablishments of the Royal Australian Air Force. During 1928 the six Australian Flying Clubs flew 8,007 ‘hours, of which 5,076 hours were on dual instruction. In ‘this period 124 club-trained pilots qualified for their “A” ‘licences. The Sydney Club headed the list with 4,665 hours and 61 “A” licences, which enviable record was put up on eight Moths, six with Cirrus and two with Gipsy engines. The Queensland and Northern Territory Aerial Services ‘Lid. (Qantas), and West Australian Airways Ltd., both big air transport concerns, operate flying schools with Moths, and these machines are frequently used for taxi flights ‘when their regular air-line machines are otherwise engaged. In the numerous meetings and competitions in Australia ‘the Moth has taken its share of prizes and awards and at -every meeting it has invariably outnumbered all other types. In 1929 the Moth won the Australian Aerial Derby and was second in the Transcontinental Race from Sydney to Perth. In the latter race a special Gipsy-Moth, flown by Major de Havilland, made fastest time, averaging 107.8 m.p.h. for the 2,500 miles. Gipsy-Moths also came third, ‘fourth, fifth and sixth. - Another outstanding Australian flight made during 1929 was one round the rim of Australia by Capt. the Hon. Hugh “Grosvenor in a Cirrus-Moth. p In 1929 the Royal Australian Air Force invited tenders for the construction in Australia of 32 Gipsy-Moths. This order was awarded to the Larkin Aircraft Supply Co. Ltd. The progress of the Moth in Australia is a repetition of that progress which has happened everywhere. Well over 7100 Moths rave been sold by the Australian company. a SOLS BOT 3 Oa € Jee } Pas: Pee ae L gr a ee ane wey ra B-yatceal I a oe St eG ee ‘ var es, Re Siw Eee $3 - af . " RS Piso CANADA. During 1927 the Department of National Defence bought its first D.H. Moth (Cirrus engine). This machine was a Seaplane and was used by an expedition sent to the Hudson Straits in that year to choose bases for the ultimate estab- lishment of a regular Hudson Strait air vatrol. In 1927 the Ontario Provincial Air Service introduced the Cirrus-Moth to commercial aviation and this service has the distinction of being the first to use the Moth seaplane. The Ontario Provincial Air Service has since enlarged its fleet of Moths and the Gipsy-Moth is giving magnificent service. During 1928 the Government bought twenty-five Cirrus- Moths, ten for the then recently-established Flying Clubs, which began operations in the Spring, and fifteen for the R.C.A.F. stations engaged on civil air overations. By the end of 1928 the number of Canadian Flying Clubs had grown from eight to fifteen and all these Clubs had been equipped with Moths. On Dec. 31, 1928, the total Club membership was 2,403 and the total flying time for the year was 8,124.5 hours, although no Club had been in operation before. May. One hundred and eleven Private Pilots’ and twenty-eight Commercial Pilots’ Licences had been granted to Club-trained personnel. In 1929 all these figures were eclipsed. The number of Clubs had grown to twenty-four. Twenty of them nut up a total of 15,052.77 hours’ flying for the year. Two hundred and twenty Private Pilots’ and fifty-seven Commercial Pilots’ Licences were granted. | On Mar. 1, 1928, the De Havilland Company opened its Canadian branch in Toronto. This company, known as the De Havilland Aircraft of Canada Ltd., was placed under the management of Mr. R. A. Loader, who was previously the Assistant Business Manager of the parent company. By August 1929 the company was in a new factory at Downsview, near Toronto, alongside a large aerodrome. The factory is fully equipped and is built for rapid expansion when necessary. The Moth is now assembled from com- ponents sent out from England, but the factory is rapidly approaching the state when it will build almost everything. The Gipsy-Moth now forms a large part of the equip- ment of the R.C.A.F. and the Flying Clubs. The 1930 Canadian model embodies many improvements suggested by experience under local conditions. As the result of suggestions by the R.C.A.F. such modifications as dual tail-adjustment gear, improved crash-padding, altitude control, and parallel-motion rudders-bars have been embodied, Other problems directly concerning Canadian require- ments which the company have tackled have been the pro- duction of a suitable ski-undercarriage and the provision of an efficient cockpit-heating apparatus. ; During 1928 the company delivered 62 Moths to all parts of Canada. During 1929 it delivered over 130 Moths, mostly of the metal-fuselage type with the Gipsy engine. A°* considerable portion of these aircraft were seaplanes, and about 95 per cent. were fitted with the Handley Page automatic slot. The firm estimated that by the end of 1929 over 250 Moths had been supplied to Canada. at Essendon aerodrome, Melbourne

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T h e M O t h (Supplement to THE AEROPLANE) 615. te. If the Magnet - System be deflected to any angle and be then released it_overswings the pcsition of equilibrium once only by a few degrees an1 then promptly returns to its postion of rest. ee ld Pet wirewuss Bowe Fy oe Since ® Awe ceere® Extremely Quick & Dead-Beat in Action Luminous & Non-Luminous _ Approved by Made in two sizes [cr Solo Flying and for Davcedder Piai e!. | Air Ministry : , for : Civil Aviati Please write) KELVIN, BoTToMLEY & Barrp, Ltp., Suntrss aba ida 18, Cambridge Street, Glasgow. : Imperial House, 11-15, Air Street, Regent Street, London. W.!, (Banatiny Page: td. ‘‘For the year ended 30th September, 1929,° the Company delivered approximately 130 ‘Moth’ aircraft, and about 95 ner cent. of them were fitted with Handley Page slot gear.” | Extract from the 1929 repoit of the De Havilland Aircraft of Canada, Ltd., in '‘ Canadian Aviation, ’ February, 1930. HANDLEY PAGE, LTD;, Cricklewood, LONDON, N.W.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDIN G WITH ADVERTISERS.

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(Supplement to THE AEROPLANE? INDIA. India has been very slow in taking to Civil Aviation. Its genesis was the fine flight of Messrs. Stack and Leete from England to India in two Cirrus-Moths in 1926. This and the excellence of the machines aroused great interest in India, but no action was taken until Sir Victor Sassoon, Bart., a member of the Legislative As- sembly, and one of the pioneers of British Aviation at Brook- lands in 1910 and 1911, induced the Government and the Assembly to sanction the formation of the Aero Club of India and Burma. In the following year four Flying Clubs were started,—at Delhi, Bombay, Calcutta and Karachi. Two Gipsy-Moths and a spare engine were ordered for each Club. In the year 1929 these four Clubs flew a total of 4,021 hours, of which 2,725 hours were instructional flying. They have a total membership of 917, and in the year 72 members {48 Europeans and 24 Indians) took “A” licences. By December Bombay had acquired two and Bengal one extra machine, thus making a total of 11 Gipsy-Moths for all the Clubs. The Government of India has now sanc- tioned the formation of two new Clubs, at Lahore and Madras, and these are also to have Gipsy-Moths. Each of the existing Clubs has already provided a few private owners. With the despatch of the original eight Moths from Eng- land, the De Havilland Aircraft Co. Ltd. sent Wing Cdr. D. S. K. Crosbie (late RAF.) to India as their representative to superintend the erection of the machines and to report on the best trading policy for the future. A depot for spares and service waS opened at Karachi in October 1929 by Wing Cdr. Crosbie, and arrangements for service stations in Bombay and Calcutta have been made. SoOuTH AFRICA. Early in 1929 Aeros (Proprietary) Ltd., of Johannesburg, were appointed to represent the De Havilland Aircraft Co. Ltd. in the Union of South Africa, Northern and Southern Rhodesia, and, under special conditions, Portuguese East Africa. This company is managed by Major G. Haggie {chairman), Capt. R. Douglas and Capt. S. S. Halse, and it will keep an adequate stock of D.H. products. Previous to this the Moth has been very prominent in South Africa. Many Moths have flown from England to Cape Town and many distinguished flights have been made. In 1927 Major H. H. Miller, D.S.O., made a propaganda tour of the Union and imovressed multitudes with the effi- ciency of his machine. The Flying Club movement has penetrated to South Africa and several Clubs have Moths. In 1929 a company known as Union Airways Ltd. was granted a subsidy to operate air mail services on the Cape Town—Port Elizabeth—Bloemfontein—Johannesburg and the Port Elizabeth—East London—Durban routes. For these services five Gipsy-Moths were acquired, three Single-seaters with mail compartments in place of the front Seat, and two-seaters with coupé tops. The single-seaters have since been fitted locally with couvé heads. The South African Air Force also has several Gipsy-Moths for training purposes at Roberts Heights. The first Moth to be imported into Rhodesia was one belonging to the Rhodesian Aviation Syndicate. This ma- chine was used for air photography and instruction. Another Rhodesian owner is Sq. Ldr. C. S. Wynne-Eyton, who has used his machine extensively for all kinds of pur- poses, under all weather conditions. In addition to solo flying he has carried over 1,200 passengers, and during the whole of this time his repair bill amounted to £2. One of the most outstanding flights in a Gipsy Moth was that made by Mr. J. L. King, who flew from Johannesburg, to carry a supvly of anti-hydrovhobia serum to a woman missionary in Northern Angola, in Portuguese West Africa. The total distance covered in the out-and-return trips was 6,000 miles, and a large proportion of the journey was over virgin forest and swamp. WEST APRICA. The first Moth to arrive in West Africa was one flown out to Accra, Gold Coast, from England, by Capt. R. S. Rattray, M.B.E., B.Sc., who is a Provincial Commissioner. Capt. Rattray learned to fly at Stag Lane while on leave in England, and he left on Dec. 5, 1928, in a Moth he had bought. to return to duty less than six months after he had begun to learn to fly. He reached Accra on Jan. 15, 1929, after making a pioneer solo flight of 5,000 miles. The second Moth to arrive in that part of the World was one owned by Mr. Boyd-Carpenter, of Kano, Nigeria. Both these two vilots use their machines very largelv as their normal transvort and have continually demonstrated the extreme reliability and usefulness of the Moth. Mr. Bovd-Carpenter, after making over 2,000 landings, many of them on very rough ground, has reported that he has had no trouble with his machine. The onlv damage Sustained has been five punctures from thorns! The: Moth APRIL 2, 1939 KENYA COLONY. The first Moth to be imported into Kenya was one brought by Commander L. Mansfield Robinson, the Managing Director of the British East Africa Broadcasting Co. and Vice-President of the Aero Club of East Africa. The second Moth to arrive was owned by the late Lady Carbery. On Feb. 16, 1928, she made a pioneer flight from Mombasa to Nairobi, a distance of 325 miles, in 34 hours. Since then Moths have been prominent in Kenya. Apart from the Moths which have passed through Nairobi to and from England or Cape Town, the Aero Club of East Africa has been presented with a Gipsy-Moth by Lord Wakefield. Wilson Airways Ltd. has also acquired a Gipsy-Moth. This machine was flown out from England by Fit. Lt. F. A. Swoffer between Sept. 21 and Oct. 21, 1929, a distance of 6,000 miles in 78 flying hours. This same machine, flown by Mr. Campbell Black, has been used this year by H.R.H. the Prince of Wales. Other prominent owners of Moths are Lord Carbery and Sir Piers Mostyn, who have ficwn all over Kenya. NEW ZEALAND. ; The first D.H. Moth (Cirrus engine) to be imported into New Zealand arrived in Auckland in February, 1928. This machine, G-NZAT, was taken back from England by Mr. F. D. Mill, the Managing Director of the Air Transport and Survey Co., who, during a stay of four or five months in England, learned to fly, acquired his “A” and “B” licences and his Ground Engineer’s Certificate. Besides acting as the distributing agent for the Moth in New Zealand, Mr. Mill’s company is engaged in an air sur- vey and photography. , In April, 1928, the New Zealand Government’s decision to buy eight Moths was announced. Four were to be used as training machines by the New Zealand Air Force and the other four to be loaned to two newly-formed Light Aero- plane Clubs at Christchurch and Auckland. In April, 1929, an Air Pageant was held at Auckland and at this meeting nine Moths, with either Cirrus or Gipsy engines, competed, three from the Auckland Club, one each from Hawkes Bay, Marlborough, and Canterbury Clubs, one belonging to the N.Z. Air Force, and two commercial Moths, one belonging to the Aerial Transport and Survey Co. Ltd. and one to Hamilton Airways. In the serious events, which included an Aerial Derby (two heats and final) and a land- ing competition, Gipsvy-Moths took first and second places in every heat and every final. By the end of 1929 there were twenty-four civil aircraft registered in New Zealand and of these nineteen were Moths. This does not include those owned by the Government. NEW GUINEA. In July 1927 the Morobe Trading Co. of Rabaul, British New Guinea, hought a D.H. Cirrus-Moth to start a transport service from its base at Lae to the Edie Creek station. In January 1928 another Cirrus-Moth was despatched to New Guinea to open up a service between Wau and Lae, to be operated by Messrs Pentland and Royal. These first two Moths have been followed by several others. The companies which have used Moths for trans- port are Guinea Airways Ltd., Taylor and Ross Air Trans- port, and Papuan Airways Ltd. SARAWAK. ; In 1928 the Sarawak Government bought two Gipsy Moth seaplanes for patrol and other duties. At the outset the Government thought that the Moth would only be able to alight on large stretches of water and therefore considered that its uSes would be limited. The country abounds in disused and flooded mines and on one of the first flights an alighting was made on one of these. It was then found that vractically all these pieces of water were suitable for the Ginvsy-Moth. The Government was duly impressed with the unexvected handiness of the machine. SINGAPORE. The first Flying Club to be formed in the East was the Singapore Flying Club. This Club has used Gipsy-Moth sea- planes with great success and their machines are doing ex- cellent work with great reliability. THE IRISH FREE STATE. In June 1926 the Irish Free State Army Air Corps pur- chased four D.H. Moths (Cirrus engines) for the elementary training of pupil officers and cadets at Baldonnel, near Dublin. Since then a large number of pupils have been through the fiying school and the instructors are all unani- mous in their vraise of the Moth. Throughout this period, with the exception of one crash in which the machine was “written off,” but with only slight injuries to the pilot, not one single replacement has had to be made to the machines. The engines (Mark I type) have been almost as uniformly free from trouble and have run, on an average, over 260 hours between overhauls.

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Aprit 2, 1930 Mounting for Air Route Maps The convenient method by which Stanford Air Route Maps are mounted make them of special use in the light plane. - The maps are supplied on cards ten inches square and eyeletted around the four edges. Thus the cards may be joined together with hinged rings either North, South, East or West, or used separately as desired. Stanford Flying Maps are treated with the ‘'Lutra’’ process, which not only waterproofs and renders the map . more durable, but allows the surface to be written on and wiped clean an indefinite number of times. Essential Map-Reading Instruments, _ The following instrun.ents are always in stock at Whitehail House: ' Capt. Field's Improved Parallel Rules in boxwood of 12,15 and 18tnches ; Douglas rotractors 5and 10inches; Slide Rules; Divichers ; Compasses ; Semi and Circular Protractors. If you cannot call write for full particulars. EDWARD STANFORD LTD. Whitehall House, 29-30, Charing Cross, S.W.1. and 12, 13 and 14, Long Acre, W.C.2. | ANTISFRICTION WHITE) METALS NUMBER ELEVEN ALLOY OVER 92% TIN. THE WORLD'S BEST. UNEQUALLED FOR AERO ENGINES. Other grades for every requirement. It describes: best with useful notes. methods of tinning, on tools, otlways,: pouring, fitting, etc. lubrication, etc. A POSTCARD WILL DO. HOYT METAL CO. OF GB. LTD. DEODAR RD., PUTNEY, LONDON, S.W.15 Telegrams: Profa-ity, Phone, London. SPECIFY HOYT ALWAYS AVON | COMPRESSION RUBBERS _ | Used by practically all the leading Air- craft manufacturers, being specially made to customers’ own designs. Over 40 years’ experience in the manufacture of Mechanical Rubbers for railways, etc. enables us to offer qualities of specific resilience and strength and unsurpassed durability at competitive prices, En- quiries invited. THE AVON INDIA RUBBER CO., LTD. MELKSHAM, WILTS. Built to Endure BUY BRITISH AVON BUY YOUR AEROPLANE FROM Moth Sales PHILLIPS& POWIS AIRCRAFT =) ETDS, SOLE PROPRIETORS OF WOODLEY READING "PHONE: SONNING 114 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. (Supplement to THE AEROPLANE) 617

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618 (Supplement to THE AEROPLANE) kg ~ as _ IN THE ARGENTINE.—A Cirrus-Moth THE ARGENTINE REPUBLIC. In the last three years Major Shirley Kingsley, the Moth agent for Argentina, has imported 18 Moths into the country,—which is more than all other commercial aircraft imported over the same period put together. Major Kingsley also operates an air survey and photo- graphy company, and this company uses two Moths. From these two machines over 15,000 photographs have been taken with a total flying time of about 1,000 hours. Among the regular users of Moths in that part of the world are the Shell-Mex Organisation, the Bieckert Brewery Co., and the Centre of Aviation of Uruguay, which is the Uruguayan Aero Club. Apart from many private indi- viduals, there are three Government-subsidised local Aero Clubs, which are using Moths. BRAZIL. For the survey of Rio de Janeiro by the Aircraft Operating Co. Ltd. a Gipsy-Moth seaplane was chosen. This very im- portant contract called for a survey of the city covering 142 sq. mls. and 783 sq. mls. of the surrounding Federal district. Two Moths have also been bought by Capt. Sydney Holland for photography, survey, charter-flying., joy-riding and exhibition work. CHILE. One of the first countries to realise the value of the Moth as a training machine was Chile. The Chilean Army Air Service now has a large quantity of Gipsy-Moth landplanes for preliminary training. At the present moment there are sixty-four Gipsy-Moths in the country.—sixty landplanes and four seaplanes. CHINA. In December 1928 an order for four Moths was received by the De Havilland Company for China. This was the first order for British aircraft for China since 1921. During 1929 orders for thirty-one more Gipsy-Moths came from China. All these were ordered for flying-schools in various parts of China. COLOMBIA. In 1929 the Sociedad Colombo-Allemana de Transportes Aereos (Scadta), which company has been operating a net- work of very successful air routes in Colombia since 1919, fe 15 ¥ me HAS. he : y a ‘7 os S ie [TE AOS Noses SARS ag ON TaN ee Es hich is garaged at an. Argentine hacienda. Apri -2, 1930 a oP AF ABS fdas 7 Erie ahh L ~ eet aie“ PKR ‘ Os Shea se bxete sas et eke a . acquired two Gipsy-Moths to supplement its regular fleet of big all-metal German aircraft. One of these machines made an experimental flight with a load of mail from Buenaventura to Bogota across the Andes. As the result of this successful crossing the Scadta Company has decided to establish feeder-lines on their main mail routes, and the Gipsy-Moth will be used. Also, early in 1929 the first privately-owned Moth was sold to Dr. P. von Bauer, of Barranquilla. All these machines were sold by Herr Friedrich, of Berlin, the German agent for the Gipsy-Moth. DENMARK. The D.H. Moth was introduced into Denmark in 1927, when four Moths took part in the Ist International Flying Meeting at Copenhagen, on Sept. 4. One Moth, flown by Mr. Hubert Broad, won second place in the Speed Handicap Race, earned a special award in the Height Competition and tied first with a famous French pilot in the Aerobatic Contest. As the result of this success the machine flown by Mr. Broad was bought by the Danish magazine Ude og Hjemme (Out and Home), and has since been flown all over Denmark for propagandist purposes. Since then the Moth has become universally popular in Denmark. It is used by the Royal Danish Navy, the Royal Danish Army Air Service, the sole Danish air traffic com- pany, Det Danske Luftfartselskab A.S., and by many private owners. FINLAND. The first Moth to arrive in Finland was one sent out by the De Havilland Company at the request of the Air Defence League in November 1927. This machine arrived in Helsing- fors early in November and was demonstrated by Mr. Hubert Broad before the competent authorities. The machine was eventually bought by the Air Defence League. For the rest of the year this machine was flown all over Finland and Lapland, where it gave joy-rides and aerobatic exhibitions. It had a total flying time of 400 hours and carried over 1,200 passengers. Finland, wrongly called the “land of a thousand lakes,” as there are at least 83,000, is ideal for the Moth seaplane. IN DENMARK.—Pupils of the Royal Danish Naval and Army Air Services with Gipsy-Moths which are the standard training machines of these Services. at a_h

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APRIL -2, 1930 . T h e M O t h (Supplement to THE AEROPLANE) 619 BROOKLANDS SCHOOL OF FLYING LTD. Official Moth Sales and Service Agents. We specialise in Moth Repairs and Overhauls for C. of A. New MOTHS from - - £675 Used MOTHS with C. of A. from £350 Flying instructions on Moth or Avros by those whose teaching enabled CHICHESTER to fly alone to AUSTRALIA four months after his first solo! Tel. : Byfleet 436, 437. Station : West: Weybridge, S.R. Telegrams : Aviation Byfleet | SALTER’S SPRINGS for ALL AERO ENGINE WORK where Reliability and Exactitude are Paramount. Fitted on ROLLS ROYCE ENGINE winning SCHNEIDER TROPHY also R.100 and R.101 AIRSHIPS. 100 h.p De Havilland Gipsy Moth uses Salter’s Springs. Fitted on 51,000 miles test under seal. Bristol Jupiter ‘‘ F” type Geared Engine uses Salter’s Springs. Geo. Salter & Co, Ltd., West Bromwich, England. ESTABLISHED 1760. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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620 (Bupplement to THE Race T h © M O { h Aprit 2, 1930 sayiz, IN FINLAND.—A Cirrus-Moth equipped with skis for winter flying in Finland, Seven of the thirty-four associations or clubs of the Air Defence League have their own machines, with which they carry on an intensive propaganda in their districts. The ma- chines are all of the light type, mostly Moths, piloted by Air Force officers or N.C.O.s. borrowed from the Air Force. In 1928 the licence for the construction of the Moth was acquired by the State Factory through the military authori- ties, and early in 1929 the first Cirrus-Moths were handed over to the Air Defence League. Three machines were got by different branches of the League, and the section at Pori, in-N.W. Finland, acquired for itself a coupé Gipsy-Moth. The Finnish Air Force have seen the value of the Moth, and a number of these machjnes have been built for training. Mr. C. S. Emery, who is the energetic agent for the Moth and the Cirrus engine in the Baltic countries, was respon- sible for the steady prdgress of the Moth in Finland. ' FRANCE. In October 1929 the De Havilland Aircraft Co. Ltd. re- ceived a notification from the French Government to the effect thal the British Certificate of Airworthiness for the Moth would be accepted by the French Air Ministry, the first concession of this type to be arranged: between England and France. Later in 1929 Aéroplanes Morane-Saulnier, the well- known French aircraft constructors, acquired the licence to manufacture the D.H. Moth in France. Besides building the Gipsy-Moth, the Morane-Saulnier company have made arrangements for a number of sSer- vice stations throughout France and North Africa. On Jan. 1, 1930, there were three privately-owned Gipsy- Moths in France. During January seven Moths were de- livered, and in February a further eight were delivered. The first agency to be appointed by the Morane-Saulnier company, held by MM. Avignon and Cousin, of Montpelier,. for Central France, has placed an initial order for nine Gipsy-Moths for delivery after May. GERMANY. The German agency for the Moth is held by Herr A. Friedrich, who maintains a Gipsy-Moth service station at the Tempelhof Aerodrome. . Herr Friedrich has sold several Moths to private owners in Germany as Well as to the famous Colombo-German com- pany known as the Scatda. — Herr Udet, the famous war-timé pilot, last year bought a Genet-Moth to compete with Herr Fieseler in an aerobatic competition at Berlin. This machine was one of the first Genet-Moths to be supplied to the R.A.F. for aerobatics and was one of, if not the, first machines to do the outside loop. GREECE, In April 1929 Mr. Hubert Broad flew a demonstration Moth from England to Greece at the instigation of Mr. Coutroubis, the De Havilland Company’s Greek agent. The result of the demonstration at Athens was the immediate sale of the machine to the Greek Naval Air Service. Later in the year the Greek Naval Air Service decided to adopt the Gipsy-Moth as a standard training machine, and a number were ordered from the De Havilland Company. ITaALy. The Moth and the Givsy and Cirrus engines are very well known in Italy. Practically all the long-distance flights to the East and to Africa have passed through Italy. The first Moth sold in Italy was delivered by air in November, 1927, to the Italian Government. Since then several others, both landplanes and seaplaneés, have been sold to the Italian Government. General Balbo had two at his disposal and in these he has flown all over Italy. There are also several Italian private owners and at least one Flying Club, the first to be formed in Italy, at Genoa, has been using Moth seaplanes with success. MEXICO. Early in 1929 a Gipsy-Moth was imported into Mexico by Mr. H. Geoffrey Fletcher, a contractor to the Mexican Gov- ernment and the agent for the Moth in Mexico City. The Moth was unloaded at Vera Cruz and was assemble@ on the beach, whence it was flown to Mexico City, which is .7,200 feet above sea level and 215 miles away. Owing to the direction of the wind the machine had to take off across the beach at Vera Cruz, which was barely 60 feet wide, and over the sea, which is full of sharks. The Moth made a perfect take-off, and,--piloted by Capt. Christiane, of the Mexican Air Force, with Mr. Fletcher as passenger, reached Mexico City in 2 hrs. 15 mins., after having climbed 16,500 feet to clear the ‘mountains. A few days after the Moth reached Mexico City the Service Station Mr ROR Ere fred friedrich: — — IN GERMANY.—Herr Friedrich’s Moth Service Depot at the Tempelhof Aerodrome, Berlin. Herr Udet’s Bertin Ingenieue $ > 9 = meee 4 SN ' , \ Verate ia | ) Bae £ y ag g ‘ Oh aly Cate evened vi a waa” gx Svan i » es Lie BS i -- er rea Se See S oy” ~ 2 ae ant nnecasenennetbennat—e \ntmmentnad> ~nematen aie ie. te ome ne ae aerobatic Moth, formerly the property »f Sq. Ldr. Soden, R.A.F.; may be seen on the right. 9 \\

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Apri 2, 1930 T h'e M ot h (Supplement to THE AEROPLANE) 621 fh Aa ty he ) is A x RSS /} gs ( \ SEN SK. ~ Zils: ae Aaa GEA Sa SMITH ’S INSTRUMENTS 7 . Fi U Ss U Wi = —— parking Pilués are STANDARD ~—EQUIPMENT on the a“, SMITH’S AIRCRAFT INSTRUMENTS branch of : S. Smith & Sons (Motor Accessories), Ltd., AVIATION INSTRUMENT SPECIALISTS, | SOLE EXPORT DISTRIBUTORS FOR K.L.G. SPARKING PLUGS. ' SOLE SELLING AGENTS FOR “‘HUSUN” APERIODIC COMPASSES AND \NAVIGATION INSTRUMENTS. » 185, GT. PORTLAND STREET, LONDON, W.1. ’ telephone: Welbeck 7916 (4 lines). : ‘Telegrams: ‘‘ Airspeed; Wesdo, London." KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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623 (Supplement to THE AEROPLANE) Escobar revolution broke out and the Moth was taken over by the Mexican Government. Capt. Lopez Marlo, of the Mexican Air Force, flew it to the scene of the operations in the north of Mexico, where it was used for observation work. At an Air Race Meeting held in Mexico City this same Moth, piloted by Co-conel Castillo Breton, won the first race held, and a Moth, piloted by Dr. Cossio, was second. A third Moth has since been imported into Mexico. It is owned by Senor Castellan, a wealthy oil operator. These three Moths have all given excellent service and have all been flown virtually all over the Mexican Republic. NORWAY. The first Moths were introduced into Norway in 1929 by Halle and Peterson, of Oslo, which company, in addition to being the D.H. agents in Norway, was entrusted with the operation of a night mail service between Oslo, Gothen- burg and Malmo, a distance of 425 miles. Two Gipsy-Moths were acquired and the first ten trips, over difficult country in bad weather, were completed to schedule. This is the first air mail service in Norway. Shortly afterwards a Gipsy-Moth seaplane was bought for service in the North of Norway, for herring- and seal- spotting, and it has given excellent service in all weathers. More recently the Norwegian Ministry of Defence has bought three Gipsy-Moths for training purposes and has also acquired the licence to build it at the Government Factory. POLAND. The Moth has been introduced into Poland by Mr. B. de Sxorzewski, who has been appointed the local agent. Mr. de Skorzewski took delivery of a Gipsy-Moth at Stag Lane in November, 1928, and flew it back to Warsaw by way of Spain, North Africa, Sicily, Italy and Austria, and the flight was made with no trouble whatever. There are now four Gipsy-Moths in Poland, two of which belong to the Polish Air Force. PORTUGAL. | The first D.H. Moth to be sent to Portugal was acquired by Mr. Carlos Bleck in January, 1928. This was the first aircraft to carry Portuguese civil marking (C-PAAA) and _ Mr. Bleck was the first holder of a Portuguese civil pilot’s licence. He flew from Stag Lane to Lisbon, a distance of 1,240 miles, in 16 hours’ flying time. In January, 1929, the first Portuguese Flying Club was formed in Mozambique, Portuguese East Africa, and this Club bought a Gipsy-Moth. | In September, 1929, the Portuguese Naval Air Service, after examining various types of aircraft likely to be suitable as a primary training machine, decided to choose the Gipsy- Moth, and an order for four seaplanes was placed. SPAIN. The first Moths to be bought by Spain were two for the Royal Svanish Aero Club and one for the personal use of the Duque de Fstremera, the President of the Aero Club. These were flown from Stag Lane to Madrid by three Spanish pilots at the end of 1927. The success of these first Moths as economical training machines has led to further Spanish orders and at least one commercial firm has acquired a Moth. Early in 1929 a formation of five Moths led by the Duque de Estremera flew from Stag Lane to Madrid. Four of these Moths were acquired by the Comvana Esvanola de Trabajos Fotogrametricos, an aerial survey comvanyv. These were modified so as to accommodate a special aerial camera as well as a vhotogravher in the back cocknit. The fifth machine was the latest acquisition of the Duque de Estre- mera, who in addition to being the Managing Director of the C.E.T.F.A. is also the official De Havilland agent. In November, 1929, two Gipsy-Moths were flown from Stag Lane to Madrid by two Spanish Army Officers and these were delivered to the Svanish Army Air Service. SWEDEN. Late in 1927 Aevo Material A/B. decided to open a Flying School at Stockholm, and three D.H. Moths were ordered. By the end of January 1928 the machines had arrived and on Jan. 29 they took part in the Royal Swedish Aero Club Display held on Lake Brumisuiken, near Stockholm, before a crowd of 40,000 people. On the following day several of the leading pilots of the Swedish Air Force tested the Moths, and after their flights they all exoressed their satisfaction On Feb. 1 the Flying School was onened in the presence of the Chief of the Air Force, General Amundsen, and mem- bers of the Government. Immediately after a brilliant aero- batic display school training began with an initial member- ship of 23 pupils. By Mar. 17, 21 of the 23 original pupils had qualified for the Private Pilot’s licence. During the 1928 season four Moths flew a total of 925 hrs. 17 mins. on school, joy-ride, photographic survey and general propaganda flying. The total number of pupils for 1928 was 46, of whom 33 qualified for the Private Pilot's licence. During 1929 three Moths flew 596 hrs. 37 mins. and six- teen pupils qualified for their Private Pilot’s licence. The Moth Apri. 2, 1930 The total distance flown during 1928 and 1929 amounts to approximately 114,000 miles. In July, 1928, a Moth seaplane was sold by Aero Material A/B. to the Royal Swedish Air Force, and this machine formed part of the equipment of a Swedish Expedition sent to Spitzbergen to look for the crew of the ill-fated Italian airship Italia. This machine, flown by Lieut. Schyberg, rescued Capt. Lundborg from the Nobile camp. U.S.A. In June 1928 a company Known as the Moth Ajircraft Corporation was formed in America to manufacture the. Moth under licence. And the licence for the Gipsy engine was acquired by the Wright Aeronautical Corporation. The Moth Aircraft Corporation is now a division of the Curtiss-Wright Group, the most powerful aircraft manu- facturing organisation in the United States. In the first three months active operations of the Moth Aircraft Corpn. the company had reached an average out- put of four Moths a week. During this period the com- pany delivered 17 machines and received orders for 134. In addition to a large number of private owners, there are several schools which are operating with Moths. One expressive American view says that the Moth has “the stability of a large ship, the manceuvrability of a pursuit ship and lands like a housefly on a bald head.’ There can be little better to be said for any aeroplane. Early in 1930 the Moth factory was moved from Lowell, Mass., where it was established, to St. Louis, Mis., and early in March, the 150th American Moth was completed. This machine was the first production Moth to be fitted with the American-built Wright Gipsy engine. At the National Air Races, held at Cleveland last summer with two streamlined racing Moths and one standard coupé model, the Moth Corporation won five cups and something like $7,000 and Moths finished first in the three events. YUGO-SLAVIA. On April 27, 1929, the first Moth for Yugo-Slavia was baptised at Stag Lane. This machine, which was acquired by Mr. T. W. Mapplebeck, the De Havilland agent in Bel- grade, was the first British aircraft sold to Yugo-Slavia. It was flown from London to Belgrade by Mr. J. G. D. Armour, with Mr. Mapplebeck as passenger. Afterwards it was demonstrated all over Yugo-Slavia, and both the Army and Navy Air Services have been much impressed. There are now six Moths in the country, four of which have been bought by the Yugo-Slav Naval Air Service. One is owned by the Zaghreb Flying Club, and one belongs to the Army Air Service. and wishing you many good Flights on your MOTH— — from HESTON | | AIRWORK LIMITED | HESTON AIR PARK. HOUNSLOW. MIDDLX. | Sos HAYES 410

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APRIL 2, 1930 T hee . M oO f h (Supplement to THe AEROPLANE) 623 . ; we aa ~~ oe a my SN a re ras » a ® cae ' ; ie Oe % ROSS con . ne “Tees. Spaces 4 jz cee * om o pS. teeta sate aya pee ee Si et a ‘ ageing ex a, Or ' mars ..F 24 tes eee . seieouceset Seca tein yh Ate Ie Spe Wim ity, pete Dee Fe é BEES Pests (s Sp a ca % Sane Stak maid i te f yrs: ie ae —— ° . ‘ o Si e ALSO NKS PLYWOOD. THINGS that contribute to the safety of flying add most to its popularity. KREMPLY adds to the safety of flying. When the public thoroughly knows the story of KREMPLY WATERPROOF PLYWOOD people will fly with greater confidence knowing that KREMPLY is used in the building of the plane. KREMPLY is the latest development in waterproof plywood, it has been tested and approved by leading manufacturers of aeroplanes, airships, etc. KREMPLY is a Waterproof plywood composed of three equal layers of prime Birch glued together with our special glue. IN TERMS OF PERFORMANCE this means :— A PLYWOOD that will stand up under-.sustained loads and stresses. A PLYWOOD that is absolutely water- proof. A PLYWOOD that will withstand the extremes of heat and cold. In short, a plywood that is a vital necessity to both plane manufacturer and the flying public. NACHMAN, KREMER & SONS Ltd., LONDON KREMPLY — " Reg. Trade Mark ALSO “ KREMORE” _ METAL FACED’ : PLYWOOD. , \ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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(Supplement to THE AEROPLANE) T h e M O t h ; APRIL 2, 1930 aed — See esa? Se en oe - - — - = _ | A new edition of our Catalogue of Special Sections of Weldless Steel AY | Tubes is now ready If you have not had your copy, please make a ' application This Catalogue shows nearly 800 different Special 2 \ Sections, including British ~ and eens, Standard Streamlines a f ACCLES & POLLOCK Lrp ) j sdndaditegelisll BIRMINGHAM \ aa Mk se eo : oh TS 2%: Pee 3 fr OM <e ae Ae Avoid oan REPETITION —order trom stock P ARTS. THE PARTS WE MAKE CAN BE RELIED UPON FOR QUALITY, ACCURACY AND FINISH. Our large and varied stocks enable orders, whether by ’phone, letter or telegram, to receive prompt attention, and goods to be despatched immediately. Stocks include: Stainless Steel and Duralumin Bolts, Nuts, and all Standard Parts, Brown Brot ~ Allied Companies — THOMSON anv BROWN BROTHERS Lro ROWN BROTHERS (insanoi bro wanes EASTERN STREET, LONDON, E.C.2. DARLASTON ’ south STAFFS. PHONE :—DARLASTON 130 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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. ¢th SEPT., 1929. shenteca em | The Aeroplane LA FEDERATION AERONAUTIQUE INTERNATIONALE HAVE GRANTED THE . FOLLOWING WORLD’S RECORDS f FLYING OFFICER H. R. D. WAGHORN, ON 3 SUPERMARINE ROLLS-ROYCE 5.6 GREATEST SPEED OVER | Ry 100 KILOMETRES. Ay 330.1 M.P.H. 531.200 K.P.H. FLYING OFFICER R. L. R. ATCHERLEY ON SUPERMARINE ROLLS-ROYCE 5S.6 ; 7th SEPT., 1929, 331.6 M.P.H. WORLD S 533.800 K.P.H. GREATE ST | SQUADRON LDR. A. H. ORLEBAR, A.F.C. ON SUPERMARINE - ROLLS-ROYCE S6 12th SEPT., 1929, a 357.7 M.P.H. 575.700 K.P.H. A REMARKABLE TRIBUTE TO THE RELIABILITY OF THE DESIGN AND CONSTRUCTION OF AIRCRAFT BUILT BY THE SUPERMARINE AVIATION WORKS, Ltd., Proprietors; VICKERS (AVIATION) LIMITED, SOUTHAMPTON. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. -

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6248 Th e€ A erop l ane APRIL 2, 1930 ALL THE DIFFERENCE IN THE WORLD ‘here is a difference in the performance of the Avro Avian that appeals to expert and amateur pilots with equal force, though not in quite the same way. _ The sensitive touch of the former discovers qualities which he does not expect to find in a light aeroplane, while the appeal to the latter, if less subtle, is no less marked. Added to these highly important characteristics of its performance there is an exceptionally sound construction all through the machine, and a beauty of appearance and finish which have not been surpassed. Sole concessionaires for England : Other enquiries should be addressed to: A.V. Roe & Co., Ltd., 166 Piccadilly, London, W.1. Works at Newton Heath, Manchester, and Hamble, Southampton. Messrs. Henly’s Limited, Heston Air- park, nr. Hounslow. Hayes 410. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 2, 1930 The Aeroplane 624c THE LIGHT AEROPLANE AND THE FLYING CLUBS. THE GRAND TOUR (MODERN STYLE). On April 17, the Thursday before Easter, a large convoy of light aeroplanes will leave Heston Air-Park for a Grand Tour of Europe. One understands that, up to the time of writing, twenty people and fifteen machines will start. The Tour will last eleven days and will go by way of Brussels, Cologne, Frankfurt-a-M., Munich, Salzburg, Vienna, Prague, Dresden, Berlin, Amsterdam, and so back to Heston. There was a time when a young man of good family could not consider his education complete until he had made the Grand Tour. This was a tour of the European capitals, and because the coach was the only means of transport, such a tour might last for two years. This was a long time ago, and the custom has become extinct. The speed of the aeroplane has, however, made possible the compressing of a similar tour within an Easter holiday. Airwork Ltd. has organised the Tour, and the two direc- tors of the company, Messrs. H. N. St. V. Norman and F. A. I. Muntz., are to be congratulated on the brilliant scheme they have evolved, the like of which has never been seen before. The Tour will achieve three objects at once. First, such a large convoy of British civil machines, all of standard types and owned either by a private company or by individuals, cannot fail to impress Continental nations. The additional fact that a number of the pilots are novices will drive home the advantages of British stan- dard types as machines for the private owner. The Tour seems likely to achieve much in the way of propaganda and in a way that could not be got by any means other than an organised demonstration-tour made by a combination of Trade interests. Secondly, the Tour will demonstrate the ease, practica- bility, and safety of Continental touring by air, either with the crowd or by one’s self. The third object of the Tour, like that of its prototype, is educational, for the members of the Heston Tour will be enabled to study the latest develop- ments of Civil Aviation in the various countries through which the Tour will pass. Captain V. H. Baker, M.C., D.F.C., will be the pilot in charge. His decision in matters relating to general safety will be final. The convoy will fly in pairs, so that an expe- rienced pilot can keep his eye on each novice,—or, perhaps one should say, so that the novice can play follow-my- eader. The pilot of each machine will be provided with tele- graph forms similar to the field post-cards which were used in the War 1914-18. These forms will be arranged so that, in the event of a forced landing, information can be tele- graphed in the language of the country to the next flying- base for help and spares. Two aircraft in the convoy will act as tenders and will carry a stock of spare parts. Also, a ground engineer will accompany the convoy. He will inspect each machine every morning before the pilots take-off. He will also supervise minor adjustments and ordinary running repairs. The pos- Sibilities of such a convoy, so completely equipped, seem enormous, and the time when large coveys of light aircraft go flying round the World seems close. People will spend their Summer holidays in some such fashion. On the first day after crossing the Channel some of the convoy are likely to survey the old battlefields of Flanders from the air. A whole day is to be spent in Berlin to give CIRRUS-MOTHS.—A group of three Cirrus-Moths belonging to National Flying Services Ltd. front of the Club-house at Hanworth.—(“ Aeroplane” photograph.) the tourists a chance of inspecting the Tempelhof Airport in the middle of the city. Tempelhof, like Heston, has been laid out from an architectural standpoint, and much atten- tion has peen given to the comfort of the onlookers. On the way back the convoy will fly over the Netherlands province of Rhijn, and that will make stay-at-homes envious. At this time of the year acres and acres of tulips stretch from, Haarlem to Hillegom and are one of the seven wonders of the modern world, even when seen from the railway train. Mr. Gordon Selfridge, Jnr., Mr. and Mrs. Chalmers, Mr. Downes Shaw, Mr. Roddy Denman, Mr. Jack Shand, Mr. Harold Peake, Mr. W. D. Macpherson, Mr. John Turner, and Mr. Robert Perkins have all made arrangements to go, as have, very naturally, Mr. Norman and Mr. Muntz. A MOTH AMPHIBIAN FOR MR. GUINNESS. [ Mr. Loel Guinness, who, with his wife, formerly the Hon. Jane Barbara Yarde-Buller, has for some time been flying a Gipsy-Moth landplane, has now ordered one of the new Moth Amphibians. The amphibian landing gear was speci- ally developed for the Moth by the firm of Short Bros., of. Rochester. A DESOUTTER AIDE. A Desoutter monoplane. (Cirrus-Hermes engine) was char- tered to fly photogravhs of the Grand National from Aintree to London so that The Morning Post might have the pic- tures for its. early editions. The iourney from Aintree to Hendon was done in two hours ten minutes. -A LUCKY ESCAPE. ‘Miss Gladys Grace, of the Hampshire Club, a grand-, daughter of the famous “ W. G.”, had a very lucky escape on Mar. 27, when she spun into the mud of the Hamble River. Apparently Miss Grace stalled the machine on top of a loop. Miss Grace was found conscious in’ the machine, although the engine and fuselage were deep in the mud. She was detained in the South Hampshire Hospital. ‘ EXPERT CHOICE. M. Dieudonné Costes, famed for his many long-distance: flights on French Military aircraft, has just acquired a De Havilland Moth, now built under licence in France by the pioneer firm of Morane-Saulnier, famous for the Morane Parasol monoplane which did great service during the War 1914-18. M. Costes recently beat the World’s Long-Distance Record by flying non-stop from Paris to Tsitihar, in China, a distance of nearly 5,000 miles. A FOILED START. On Mar. 23 Mr. C. H. Parkerson left Lympne in the early morning for Lyon (France). He announced just before starting that he would attempt to beat Mr. Bert Hinkler’s record for a solo flight to Australia. A few hours later he crashed at Lizy-sur-Ourcq in bad weather. THE BENGAL FLYING CLUB. . The Bengal Flying Club was formed in August, 1928, and it began operations in February, 1929. From the date of opening to the end of 1929 the Club flew a total of 1,1264 hours of which 7334 hours were on dual instruction. The Club trained 27 pilots of whom 20 were ab initio and 7 were qualified pilots. Of the ab initio pilots, three were Indians. The membershiv is now approximately 400, of which one-third are Indians. The Instructor is Mr. W. F. Warner. standing in

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624pD A NEW ENTERPRISE. Some months ago there was published in THE AEROPLANE the usual official notification of the registration of the Robin- son Aircraft Co., Ltd.—formed to manufacture light aero- planes. The firm is now established in Offices in Stafford Road, Wallington, Surrey, and in manufacturing premises at the Waddon Aircraft Factory, in Croydon Aerodrome. The machine they are manufacturing is known as the Redwing and will be flying shortly. It is a Side-by-side two-seater biplane with folding wings and it has many novel features. One is told that the selling price will be consider- ably below that of any light aeroplane of similar engine- power and carrying-capacity. In drawing up the snecification a high performance was not aimed at, as this necessitates a higher-powered engine with consequent higher initial cost and higher running costs. A medium-powered engine with low initial cost and low running costs will be fitted, hence the low selling price. The cruising speed will be 85 m.pv.h. and, with the wing section used, a landing sveed of 30 m.p.h. is confidently expected. The Company have been granted a licence by Handley Page Ltd. to fit their automatic slots. No further details are permissible at the moment because the firm do not wish anything much to be said about it until it has finished its Martlesham tests. Herein they are wise, for many a votentially good business has been svoiled by shouting too much about what it is going to do. The first aircraft of this type—G-AAUO—will be flying some time in April and it has already been entered for the International Light Aeroplane Tour of Europe, which starts from Berlin on July 20 next. BRISBANE—MELBOURNE. On Feb. 13, Messrs. Jules Moxon and C. W. Scott left Eagle Farm, Brisbane, at 04.30 hrs., in a Gipsy-Moth and flew to Melbourne, a distance of over 1,000 miles, where they arrived at 18.40 hrs. the same day. The Moth was piloted as far as Sydney by Mr. Moxon and Mr. Scott flew another machine which had to be de- livered at Sydney before midday. They reached Sydney at 10.30 hrs. and left again at 11.30 hrs., this time both in the Same machine with Mr. Scott as pilot. Over the Blue Mountains in thick cloud they “flew blind” for two hours. They reached Cootamundra at 14.40 hrs., and a stop was made for five minutes to refill petrol tanks. Another five minutes were svent at Bowser, near Wangaratta, thence they headed Straight for Melbourne with throttle wide open. Their flying time for the 1,000 miles was 13 hrs. 20 mins., and the total cost of the journey, including meals for both at Sydney, was £6 14s. Shell petrol and oil were used. THE AUSTRALIA—ENGLAND ATTEMPT. On Mar. 24 Mr. David Smith, who is said to be about 20, left Sydney, Australia, in an attempt to fly to England. His machine is a Ryan monoplane, and he is accompanied by Lieut. W. H. Shiers. In 1919 Serjt. W. H. Shiers formed one of the crew of four who flew to Australia in the Vickers Vimy (Rolls-Royce Eagle engines) with Capt. Ross Smith. On Mar. 28 the Ryan reached Newcastle Waters, Northern Australia, and On Mar. 29 was forced to land 40 miles from Wyndham, which is at the foot of Cambridge Gulf, on the north coast of the Kimberley Division of Western Australia. On Mar. 31 the men and the machine were found by a Search party on the ground. The finding of this machine and its crew is a valuable object-lesson. It carried a transmitting radio set but no receiver. The crew were able to broadcast their plight and to report that they had broken a cam-shaft. They also said they were short of food, but had plenty of water. The same radio Set told of the arrival of the rescue-party. _ The difference between this incident and the forced landa- ing of the Southern Cross was that the Southern Cross had a wind-driven generator which was useless on the ground, Whereas the Ryan had a source of electric power which could be used under such circumstances. A REGAL PURCHASE. According to Reuter the Vicomtesse de Sibour has sold her D.H. Gipsy Moth the Safari to the King of Abyssinia. The Vicomtesse is the daughter of Mr. Gordon Selfridge and was flying to Kenya with her husband. The Safari was the machine in which the Vicomte and Vicomtesse made a tour of the World. THE ARMOUR WIND DIRECTION INDICATOR. The Armour Wind Direction Indicator, which has already been described in THE AEROPLANE, has proved very popular, and is now being developed. A Mark II cylinder has been designed for use in Service low-bombing practice as a cheap and efficient substitute for the present “bombs.” Two other cylinders are being developed, one for finding direction of wind over water, and the other, which produces coloured smoke, for use over snow-covered country. The complete equipment of the standard Mark I type is ie marketed by Smith’s Aircraft Instruments at S.—M. S. The Aeropiane APRIL 2, 1930 GLIDING. THE INAUGURAL MEETING OF THE B.G.A. On Mar. 27 the inaugural meeting of the British Gliding Association was held at 18, John Street, Adelphi. The Pre- sident, Sir Sefton Brancker, was in the chair. As a result of the ballot seven of the original ten members of the pro- visional Council were re-elected, of the remainder one mem- ber retired and the others were not elected. Five new mem- bers were elected, making a total of twelve. A curious thing was the non-election of Mr. Marcus Manton, who has probably had more flying experience than the rest of the Council put together. The Council of the B.G.A. is now as follows: Mr. J. R. Ashwell-Cooke, Mr. D. E. Culver, Flt. Lt. C. Crawford, R.A.F., Mr. R. F. Dagnaljl, Mr. E. C. Gordon England, A.F.R.AeS., F.I.M.T., Mr. Alan Goodfellow, Mr. T. E. Lander, M.C., Mr. C. H. Lowe-Wylde, A.R.Ae.S.1., Mr. C. H. L. Needham, M.Sc., F.R.Ac.S., Dr. Purves, F.R.S.E., Mr. S. W. Whidborne, M.C., and Mr. A. L. Wingfield, M.C., D.F.C., A.R.Ae.S.I. (Thus “The Squadron of Death,” as the B.G.A. has been facetiously called by a reader of Mr. Dick Grace’s enter- taining book, is launched to a good start. One hopes that it may soar indefinitely.—c. G. G.] Sir Sefton Brancker opened the meeting with a lecture outlining the history of gliding up to the present, and illustrated with slides. Mr. Howard Flanders, the Honorary Secretary, read his report and had the balance-sheet shown on the screen. This is quite healthy considering the short time the Association has been in existence; it showed how the Association is indebted to Sir Charles Wakefield. The writer failed to see any reference to the glider presented to the B.G.A. by Mr. Dagnall, presumably an asset. This glider is on loan to the London Club, who may, of course, turn it into a liability. Mr. Gordon England addressed the meeting on the need for pro- gressing slowly, and for organising a display of soaring by an ex- perienced German pilot. Sir Sefton Brancker stated that the Air Ministry were prepared to let the B.G.A. make and supervise its own airworthiness regula- - tions. He also said that a school for gliding would shortly be started under the auspices of the Association. Colonel The Master of Sempill moved a vote of thanks to the President, Sir Sefton Brancker, which was seconded by Mr. Handley Page. Mr. Handley Page laid stress upon the responsibility the B.G.A. would have to shoulder in looking after the airworthiness regulations and he pointed out the set-back the movement would receive from any fatalities. Nobody at the meeting made any reference to meteorology. Yet without meteorology soaring flights in Germany would never have become a fact. The energetic backing of the meteorologists and the researches made for this science are responsible for the astounding feats achieved on the Continent. There is an immense amount to be learnt about rising and falling air-currents before soaring becomes possible. If the Clubs have to find out everything by bitter experience and without scientific help and advice much time will elapse before anything noteworthy is achieved. Let us hope that the meteorologist will see in gliding a means of furthering his knowledge of air-currents and in the Gliding Club a means of healthy amusement. THE USES OF GLIDING. The following letter deserves the attention of intelligent readers :— Sir,—I was very surprised to read the uncalled-for attack on gliding in this month’s number of a contemporary aeronautical publication, and regret very much that anyone should see fit to disparage the present wave of enthusiasm for gliding at a time when it could not be more harmful to the movement. No extravagant claims are being made on behalf of the glider but it should have, without any doubt, a definite place in the sphere of aeronautics. The following give, in brief form, the uses and- ad- vantages of this side of aviation :— 1. Owing to the cheap initial cost, together with very low upkeep and maintenance, gliding places the sport of flying within the means of practically everybody. This should result in creating more air- mindedness than any other form of flying activity. 2. In soaring flight, of any duration, success is due solely to the capabilities of the pilot. There are no powerful engines to rely on for getting out of scrapes and the pilot quickly learns to rely solely on himself. 3. The fascination of noiseless gliding and soaring flight has an appeal of its own that powered flight cannot have. Unless an aeroplane is used for getting from place to place, normal flying tends to become boring because there is so little for the pilot to do when once in the air, whereas in soaring flight the interest and enjoyment of continually manceuvring for better positions, not always accompanied with success, are sufficient to retain the utmost keenness and en- thusiasm. 4. Lastly gliding may well mean the real beginning of general flying on a large scale. It must be remembered that gliding is mainly ‘‘ ground filying.’’ and this is the most valuable and difficult part of flying. It is not too much to claim that a pilot who has completely mastered the art of gliding, and has advanced through light machines to big machines, must be better than one who has not started at the bottom. Consider for instance a pilot who has flown only a few hours on light machines when suddenly his engine cuts out. A forced landing would mean little to one skilled in glider flight. Gliding should be the foundation of flight. It is not claimed that gliding can ever be of use in the strictly commercial sense any more than sailing ships could compete with steamships to-day. But as the foundation of flying training and as an exhilarating sport it is not likely to be easily displaced. Comparison of gliders in relation to aeroplanes with the bicycle and

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APRIL 2, 1930 re) : 2 —— nennm [oe te mle paets ie —s , A RCTS pte ws iF “ ay kee oe “ee She st Say aes a RP + PORT DARWIN + AUSTRALIA + AIRCRAFT WONDERFUL The Aeroplan 625 * Se ————————_———_————_—_—_$_=_$_—_—_—_—_—_—_—_—_—_—— = - . _ a ar , — 7 = > t> 2 " oa a3 -- »* hs gS ERIS Ne eee eee ‘ ‘ t4 r ; > Pegg Pas ‘ . = , . Me is * . “ Flight"? Photo. /MARGH 23 1930 |] 7 Copy of a cable | tp 3c | = | received from ' Flying Officers Piper & Kay. ‘ DESOUTTER AIRGRAFT CO., LTD., CROYDON AERODROME, " Phone: Fairfield 5736. 'Grams :“‘Desairco, Croydon” Yet another proor.... -- OF DESOUTTER supremacy 6 tens successful flight from Eng- land to Australia of Flying Officers Piper and Kay, who left in- February and arrived on March 22nd, provides yet another proof of Desoutter :upremacy. Fcr a flight of a few miles or :ound the | _ world, the Desoutter is equally “ wonderful.” No wonder the Desoutter is being Mariufactured by : SURREY. . New Zealand Agents: DOMINION AIR LINES, Demonstrations by appointment. 7 eX ey acclaimed. as the light aeroplane of 1930! No wonder the Desoutter ‘is already the standard by which all other light aircraft are judged for per- formance, looks, comfort or relia- bility ! The private owner’s demands fur 1930 are infinitely more exacting than those he madein 1929. Desout- ter created those exacting demands. Only Desoutter can satisfy them. British Isles: Sole Concessionnaires for the NATIONAL FLYING SERVICES LTD., Grand Buildings, Telegrams: “Natflying, Westrand, London.” Trafalgar Square, London, W.C.2. Telephones: Gerrard 9316 (4 lines). . sleromurine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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626 ae . “ . 7 . Ys ~ ere e er ar Y £ Brisk, t , Ae? er ~ Ee ow “ GOEE LIKE HELL.’—The start of a glide at Tring on Sunday. motor-cycles or cars is absurd. The mean feature of bicycles, motor vehicles, and also aeroplanes is their use as means of getting from place to place, whereas the properties of the glider are altogther different, as set out above. Gliding was the foundation of flight and, ever since the advent of powered flight, attempts have been made to place gliding in the place it should rightly hold. But the lure of speed together with the greater certainty of getting into the air, when aided by an engine, and the consequent commercial possibilities, have in the past robbed this elementary branch of the support it deserves. However. the limitations imposed at the Armistice on Germany had the effect of giving flight without power the necessary impetus, with the result that design and technique have, improved to such an extent that soaring flight of several hours’ duration is now possible and it is this last fact that will now, without doubt, enable this valuable aspect of flying to hold its own. (Signed) C. H,. LATIMER NEEDHAM, THE FIRST GLIDING LICENCES The London Gliding Club and the Kent Gliding Club spent a busy week-end at the ground of the London Club, near Tring. The ground seems fairly adequate, as both Mr. Lowe-Wylde, of the Kent Club, and Mr. Latimer Need- ham qualified for the Glider Certificate Class “A,” which requires a minimum flight of 35 seconds in a straight line. If these flights are approved and certificates issued by the Royal Aero Club presumably Mr. Lowe-Wylde will be the first, and Mr. Needham the second, gliding certificate holders. Both clubs launched various people ab initio, and no major damages to the gliders or pupil resulted. The ma- chines were the Lowe-Wylde Zogling and the Dagnall A.T.1. This seems a good place to notice the real help the Club receives from the Halton apprentices, who make their way over from the Camp in their spare time and spend their leisure in sweating up and down the hill for the Club. Their aid in launching the gliders must be invaluable. Next week Mr. Lowe-Wylde and the Kent Club are going The Aeroplane APRIL 2, 1930 Mr. Latimer Needham aloft. to glide at Lenham Cross, near Maidstone. The London Club have now made arrangements for the instruction of ab initio pupils at week-ends. Particulars of this scheme can be had from the Hon. Secretary, 44a, Dover Street, W.1. THE DORSET GLIDING CLUB A meeting to inaugurate a County Gliding Club is to be held in the Guildhall, Weymouth, at 7 p.m. on April 3. His Worship the Mayor of Weymouth (Councillor Percy Boyle, M.B.E., J.P.) will preside. The Hon. Secretary is Mr. E. C. Betts, Weybank, Ullswater Crescent, Weymouth. A PAPER ON GLIDING, THE AEROPLANE for Mar. 19 reported the reading of a paper by Mr. R. F. L. Gosling on Practical Gliding before the Aircraft Club, Harrogate. One has had an opportunity of reading this paper and would commend it to the atten- tion of all who have, or are about to start, a Gliding Club. Mr. Gosling gives one a very clear idea of training routine. He warns people that gliders can be blown away, and a crew must be detailed to prevent this. The London Club will endorse this, as one of their gliders has already been damaged in this fashion. People who are interested should apply to Mr. Frank Pickering,The Harrogate Journal, Harro- gate, for a reprint of this lecture. TO NEW ZEALANDERS. The Editor begs to thank the pseudonymous writer of a letter signed “ Aviation Enthusiast,’ who has sent a number of cuttings from the local papers describing the Air Pageant at Canterbury, N.Z. EXPERIENCE AVAILABLE. Mr. C. S. Hollinghurst, M.C., D.S.M., for the past six years Publicity Manager of C. C. Wakefield and Co. Ltd., manu- facturers of Castrol Motor Oils, is leaving this position shortly, and would be glad to hear of a similar post. “ WALKEE-BACK THREE-MILE.”—The return after a glide near Tring. Sct Google

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APRIL 2, 1930 The Aeroplane | ) 627 .- . a . o SES Sse ae RRR a & . re cs 5 4 a ae HA ra - mak ye. fee dy Sek e . aa ees x 2 oe ml thé ‘ < A ~ SS ae z bee 9 r a i pee 4 a hs & 4 o » oy DJ meee OO me Ri, Fe \ — - sapien ¢ “ \ eee renee iteere G he Seek ’ - . : x ‘ ee —... * ~— fx . ‘ . M | : ‘ 2 y See S Sct ~ 3 —_ a ASR Oe . ~ ~ Sad Sad ia 4 ~~ oa ~ Pmemne ee, * oa v. . < ? - i Crete fe gies ONE a THE SARO “CUTTY SARK” HE “Cutty Sark” is the first private owner's flying boat. Large erough to be seaworthy, yet small enough to be handy, she brings all the wellcknown advantages of the flying boat within the reach of the private owner. Powered with two light aero engines, she cruises at 90m p.h. and seats four im a silent and vibrationless cabin. Her absence of wiresbracing indicates that maintenance has been reduced to a minimum. Provision has been made for easy BUILT BY handling on the slipway and when taxying. . . SAUNDERS-ROE in. BUSH HOUSE, SUK EAST COWES, | LONDON, W.C.2 Srey ISLE of WIGHT | ESTABLISHED 100 YEARS. . DESIGNERS AND CONSTRUCTORS OF ALL AIRCRAFT, BUILDERS OF YACHTS, MOTOR-BOATS AND AUXILIARIES, MANUFACTURERS OF METAL PLY WOODS and PLYS of all GRADES. t Aercmartine. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. . ‘ . ° A Saro Cutty Sark amphibian undercarriage can be fitted which makes her as easy to handle on land as on the water. Write to SaunderssRoe for this “Cutty-Sark” catalogue.

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628 The Aeroplane Aprit 2, 1930 British Celanese Cellulose Acetate Dopes Outstanding in quality . . ../| & =; Competitive im price .... . Dopes for all climatic conditions >, Frames and quotations Be furnished om request .. . Se alee ee : OS Pee — Siete oa TRADE MAREK ebicEsis: erssasess C.D.5a. Ee om eee Zi e Cc ] Th os, terial f a ee CLASTON” Thelesting material for fancy Articles. Strong. Safe. Windows, Rain-spot and Waterproof, do not turn yellow. = Supplied in all colours—Opaque or Transparent. = BRITISH CELANESE LTD. Sales Dept Head Office: Celanese House, Hanover Square, London, W.1 Telephone: Mayfair 8000 Dope and Solution, and Stores: Works: SPONDON, DEALY. WILLESD:.N, NW. Telephone: Willesden 2380 BRITISH SPARTAN AIRCRAFT cirRUS HERMES ENGINE 105/115 H.P. ‘lwo . Three Seat Model full particulars from Seat Model from SIMMONDS AIRCRAFT LTD. from £735 £700 SOUTHAMPTON re. a et KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ‘ized by (arnt gle

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Aprit 2, 1930 629 COMMERCIAL AERONAUTICS. WESTERN CANADA AIRWAYS. On March 3 the Mayor of Winnepeg lighted a beacon on . the roof of the store of the Hudson’s Bay Company in Winnepeg to celebrate the inauguration of the Winnepeg- Calgary night air mail service of Western Canada Airways. This beacon tower comprises a _ 2,000,000 candlepower direction light pointing towards Stevenson Field and a neon beacon. The beacon was designed and installed by Western Claude Neon Lights Ltd. of Winnepeg and is the first of its kind in Canada and the largest and most powerful in the British Empire. Western Canada Airways has been awarded a contract: by the Post Office Department for the operation of the Winne- peg—Regina—Moose J aw—Medicine Hat—Calgary route of 771 miies with a branch route from Regina going north- west to Saskatoon, North Battleford and Edmonton, a distance of 501 miles. The Winnepeg-Calgary route has been equipped for night- flying and beacons have been placed.at ten mile intervals all along the route and revolving. beacons with a visibility of 90 miles have been installed at Winnepeg, Brandon, Regina, Moose Jaw, Medicine Hat, Calgary and at seven other loca- tions on the route. Emergency landing grounds have been laid out throughout the length of the route. The company is using nine aircraft, six Fokker F.XIV monoplanes and three Boeing 40, B-4 biplanes, all with Pratt and Whitney Hornet engines. The pilots on the service are Major D. R. MacLaren, D.S.O., M.C., Major G. A. Thompson, Mr. H. Hollick-Kenyon, Mr. M. E. Ashton, Mr. W. J. Buchanan, D.F.C., Mr. C. M. G. Farrell, D.F.C., Mr. F. Roy Brown, Mr. A. H. Farrington, Mr. A. E. Jarvis and Mr. W. N. Cumming, D.F.C. They have been allotted to the following services :—Winnepeg- Regina: W. J. Buchanan and G. A. Thompson. Regina- Calgary: F. R. Brown, A. H. Farrington, A. E. Jarvis and H. Hollick-Kenyon. Regina-Edmonton: M. E. Ashton, W. N. Cumming, C. M. G. Farrell and D. R. MacLaren. The Winnepeg-Calgary route will be flown over nightly in each direction and aircraft will make twenty-minute stops at Regina, Moose Jaw and Medicine Hat. Westward, the aircraft leaves Winnepeg at 21.00 hrs. and arrives at Calgary at 05.00 hrs. Eastward the aerovlane leaves Calgary at 02.15 hrs. and arrives at Winneveg at 12.00 noon. For the Regina-Edmonton route the aeroplane leaves Regina at 08.00 hrs. and arrives at Edmonton at 13.30 hrs. In the reverse direction the aeroplane leaves Edmonton at 12.15 hrs. and arrives at Regina at 18.00 hrs. Western Canada Airways Ltd. began operations on Christmas Day 1926 with one Fokker Universal monoplane, and in three vears has exvanded to an organisation using 36 aircraft. Its first service was between Hudson and the Red Lake Mining area and this proved so successful that five further machines were bought. In March 1927 the company entered into a contract with the Federal Department of Railways for Ss ’ the transport of 8 tons of material and equipment and. 14 men from -Cache Lake on the Hudson: Bay Railway. to Churchill, the new port on Hudson Bay. By the end of April 1927 the three machines had flown 34,395 miles, carried 319 passengers and 81,392. tons of express matter over entirely undeveloped territory. During the summer of 1927 mail was carried officially for the first time by the-company. On June 1 an air base was established at Lac du Bonnet for the convenience of pros- pectors and companies operating in South-East Manitoba. mining district and an air mail contract. was entered into for this area. During the summer a further two machines were acquired. During the 1927 summer season the company’s small fleet flew 111,439 miles in 1,447 hours and carried 1,428 passen- gers and 339,338 lbs. of express freight. In the winter of 1927-8 a third base was established at The Pas and the fleet augmented by two Moths and five more Fokker Universals. The total operations during the winter was 121,207 miles in 2,005 hours. 2,183 passengers, 185,333 Ibs. of baggage and freight and 11,862 lbs. of mail were carried. In the summer of 1928, ten new machines including. 6 Avio Avians, three Fokker Universals and one D.H.61 were acquired, and in May a new base was established at Van- couver, B.C. For this station one HS-2L, two Canadian Vickers Vedettes and three Boeing flying-boats were added. During the summer of 1928, 423,986 miles were flown in 5,281 hours by the company’s fleet and- 7,465 passengers, 1,007,313 los. of express freight and baggage and 120,278 Ibs. of mail were carried. In January 1929 a second base for the Patricia district of Ontario, a base in Northern Saskatchewan and one for the Mackenzie River area were opened. From the latter base an air route to Atlavik was opened at this time. In the 1928-29 season the company’s fleet’- flew 272,475 miles in 2,970 hours and carried 3,764 passengers, 547,368 lbs. of express and baggage and 105,622 lbs. of mail. Four Fokker Super-Universals and one Fokker ‘Trimotor were added to the fleet. In the summer of 1929 further bases were opened in British Columbia and the fleet was again added to with two Fokker Super-Universals, six Fokker £XIVs, three Boeing 40-Bs and one Junkers monoplane. For the 1929 summer season the company flew 505,615 miles in 6,043 hrs. and carried 8,630 passengers, 1,114,217 lbs. of baggage any 161,983 lbs. of mail. The total figures for the company since its inauguration to the end of 1929 are as follows :— Miles flown P 1,469,117 Flying hours .. 17,792 Passengers carried .. 23,789 Express Freight and | baggage carried . 3,274,961 lbs. Mail carried 399,745 lbs. . IN CANADA—A Gipsy-Moth belonging to the Ontario Provincial Air Service on forest patrol in the Rainy River district of Northern Ontario.

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630 The Aeroplane APRIL 2, 1930 A correspondent at Winnepeg writes:— Our western mail is away to a good start. There is nothing more to say until the service is old enough to have a few figures, and errors. After the disappointment of the overrated Fokker 14s the Boeings had a turn of popularity, but now the pilots are back again in favour of the Fokker. Its better visibility is one reason, and the other is that when making forced landings in the dark a few bushes don't matter so long as one knows the wing is still quite a bit in the alr. The lower wing of the Boeing would have made it bad for Buchanan the other night when he ran out of gas on a test trip. He ran through three fences while feeling for ground. His flares disappeared behind in the snowstorm and did no good. his landing lhghts merely Jluminated the snow-flurries. Just before landing he banked one wing-tip over a poplar grove and landed in scrub deep enough to in- convenience a biplane. There was a small stump hole in the fuselage. but he flew on in the morning. “The beacon is quite a good effort. The public are of course dis- appointed, having expected to dispense with Street and domestic jighting after its inauguration. They cannot understand how the Neon is visible at any distance, and as the beam light leaves Ittle or no ‘‘track’’ in our clear air they are disillusioned about that too. I went to the field to see the first mail leave. There was a big crowd. all of whom were anxious to get into the floodlight. and their transparency left something to be desired in view of the pilot's needs. A NEW AERIAL BEACON. On the evening of Mar. 28, at Croydon, various people were given a chance of seeing at work the latest addition by Philips Lamps Ltd. to their range of aviation lighting equipment. This is a new kind of Neon tube of remarkable potency and economy, about which more anon. The tube was demonstrated in a beacon placed close to the new luminous landing Tee and at the end of the nath of flares laid out for the Argosies which were expected back from Aintree. Croydon illuminated for night-flying is certainly a fine sight. The Summer afternoon-tea flights by Imvuerial Air- ways Ltd. over London are so successful that the writer suggests joy-riding by night. All this coming Summer there will be so much night-mail flying that Croydon will have to be lit uv most of the time. Imoverial Airways could take advantage of this to show veovle London and the country- Side from the air by night. It would be good provaganda. Probably on hot nights an open-cockpit machine would be more to nonular taste and might start a new fashion for keeving cool. The idea admits of elaboration, and trivs for tired Londoners might be organised to various seaside resorts where they could bathe and dine before returning to Town. Just before we started out to insvect the beacon. the two Argosies landed down the vath of the flood-licht and made a striking picture. Mr. R. J. Castendijk. who is in charee. of the Aviation Devartment of Philips Gloceilampen- fabrieken, the parent comvany of the British organi- sation. was responsible for the design of the new beacon and Neon Tube. The beacon is a glass nillar. sauare in section and about five feet high. Inside are two parallel Neon tubes three feet long, only one of which is used— the other is for emergency use and comes in action auto- matically. The advantages of the Philios Neon tube are first that it operates on the normal power-supvlyv of low voltage (say 200 to 300 volts), whereas the normal type uses high tension current of some thousands of volts which makes the com- plication of transformers necessarv. Also such a_ high voltage introduces an element of danger. Secondly this Tube is more efficient and vroduces one candle-power for ? watt as against 1.2 watt ver candle-vower of the normal type. Thirdly the Philivs tube vroduces so much more light ver unit length that Mr. Castendiik told us eight three-foot lengths of his Tube would revlace 16 20- foot lengths of the normal type. A more technical descrivtion of this new Beacon will be given in the next Engineering Suvvlement of THE AERO- PLANE as lack of adequate svace makes this imovossible in the current issue. The light will be overating at Croydon for some time to come, and veonvle who are interested should get. in touch with Mr. Knight. of Philios Lamvus Ltd., 145, Charing Cross Road, London. THE WONDER SHIP. This is from The Observer of March 31 (not April 1 fortu- natelv) :— THE WORLD'S LARGEST FLYING MACHINE. THIS WEEK'S TRIAL AT FRIEDRICHSHAFEN. (From Our Own Corresvondent.) Friedrichshafen. March 26. Next week a new type of ciant aeroplane for passenger service will start on its first trial flight here. In the distance it looks like a squadron of twelve monoplanes flying abreast. The wings are joined together into one enormous rump. which can accommodate a thousand passengers. It will be the largest flying machine on earth. leaving even Do x far behind in bulk. Its name. ‘' Rumpfgeschwader,” which is in Enghish ‘‘ Rump Squadron,’ js well chosen. THE CAPITAL OF IMPERIAL AIRWAYS. The Directors of Imperial Airways Ltd. have decided to call up the balance of uncalled capital which amounts to 5s. per £1 share. The present paid-un Ordinary capital amounts to £474,170 and the final call will provide a further £124,998. The total issued capital is £624,168. FOR RUGBY ENTHUSIASTS. Imperial Airways Ltd. have made special arrangements. for those who wish to see the International Rugby Match at Colombes Stadium on April 21. For £8 return fare one can leave Croydon at 08.00 hrs. on Avr. 18, 19, or 21. for Paris, and come back either at 18.30 hrs. on Avr. 21 or 08.00 hrs. on Avr. 22. A car. which leaves Colombes Stadium at 17.15 hrs.. will collect passengers who are returning by the 18.30 hrs. ma- chine. A map will enable them to track it to its lair. THE ACCIDENT AT MARDEN. The inquest on the bodies of Mr. and Mrs. A. Hodges, who were killed in the accident at Marden on Feb. 10. was re- sumed at Staplehurst on Mar. 29. Previous references have appeared in THE AEROPLANE for Feb. 12 and Feb. 19. The inauest had been adjourned to await the recovery of the pilot, mechanics. and third passenger, who were all injured. The inquest was conducted by Major Eric Clarke. According to The Times M. J. Nevot, the pilot of the machine. whose evidence was interpreted, said that they first returned to the aerodrome to change five or six sparking plugs. Everything was then Satisfactory until. just after passing Maidstone, he heard a very loud crack and the machine began to dive. He attempted to hold the nose up. but it answered his controls very slowly. It then began to glide. Looking round, he saw that the whole right-hand tai] plane was broken. He then made a wide turn towards He tried to avoid some sheep on the ground. and as he throttled down the engine the machine shot up into the air. The control produced no effect. and the machine crashed. He waved his hand to call the mechanic, but did not give instructions to the passengers to go to the back. If everything had been normal with the machine, he would have landed successfully. An official of the French Air Union said that the machine was put in commission in 1921, and rebuilt in October 1929. MR. T. NEVILLE STACK. Mr. T. Neville Stack, A.F.C.. who was appointed Super- intendent of Flying to National Flying Services Ltd. on its formation, has resigned his post. Mr. Stack, besides doing a great deal of work in organising the flying arrangements at Hanworth and .t the various subsidiary aerodromes now operated by N.F.S.. has also been responsible for choosing sites for new aerodromes and advising local authorities on their choice. As most people know. Mr. Stack is a first-class pilot and all the shows at Hanworth have proved his ability as a pilot and organiser. Mr. Stack is now free to accept any post where first-class organising and piloting are needed. His performances in the past on aeroplanes of all types are famous. and his good organising work for the Lancashire Aero Club in the past and more recently for N.F.S. should provide sufficient evi- dence of his ability. the Marden landing ground. A VACATION. Mr. Dermot Mooney has disposed of his interest in the Steel Wing Co. Ltd.. and has retired from the board of that company, thus. for the present, severing a connection with the aircraft industry which has lasted fifteen years. To Mr. Mooney and his chief engineer, Mr. Donald Emby, is largely due the fact that the problem of constructing metal wings which equalled wooden ones in strength with- out exceeding them in weight was first solved. And this achievement made practicable the All-Metal Aeroplane. The work done by Messrs. Mooney and Emby between the years 1915 and 1918 provided the foundation on which by far the greater part of British metal aircraft construction of the present day is based. Before 1915 constructors had de- signed and built metal aeroplanes of tubes and girders. but they were heavier than wood, and not so strong weight for weight. In this connection there is interest in the fact that Mr. E. V. Sassoon, now Sir Victor Sassoon. spent a considerable sum on experiments in the construction of metal wings at Brooklands in 1911. In 1915 Mr. Moonev had brought to his notice the idea of using thin corrugated metal strip as a constructional] material. and saw in it the solution of the main problem of metal construction. that of the wing. He founded the arganisation row known as the Steel Wing Co.. and in the face of difficulties exceptional even for a pioneer he demon- strated the practicability and soundness of the system. By 1917 the Steel Wing Co. were turning out hundreds of corrugated metal-strip ailerons for aircraft on active service. In May 1917 they sent for test to the Royal Aircraft Factory the first wing with corrugated spars and the test report stated that the wing had demonstrated that it was practical to make wings of metal which would equal wood in strength and weight. In October 1918 the first British aeroplane of corrugated metal strip construction was in the air. This, the MR1, was produced in collaboration with the

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APRIL 2, 1930 British and Colonial Aeroplane Co. Ltd., now the Bristol Aeroplane Co. Ltd. That firm made the fuselage, and the Steel Wing Co. made the wings. The Steel Wing Co. continued to develop their system after the War, and, amongst others, they designed and pro- duced steel wings for the Avro 504k and the Avro Alder- shot, the largest all-metal machine of its day. In 1923 they designed and had adopted for service a steel wing for the D.H.9a, and this design of wing is to-day, in a slightly modi- fied form, being produced in quantity for use in the all- metal Wapiti. Later a steel wing was designed and made for the Gloster Gorcock and Gamecock machines and for . one of the De Havilland types. In 1927 the Steel Wing Co. became closely associated with the Gloster Aircraft Co. Ltd. Mr. Mooney relinquishing his controlling interest, but remaining a director until the beginning of this year. THE FOKKER DECENNARY. Congratulations to Mr. Anthony G. Fokker and to his able assistants Mr. B. Stephan and Mr. E. Smits on the tenth anniversay of the foundation of the Fokker Company in Amsterdam. Few neovle deserve congratulations more than do the Fokker Comovany, for the Fokker cabin ma- chines, whether single-engined, twin-engined or triple-en- gined, have dcne most valuable work in demonstrating the possibilities of Civil Aviation all over the World. We in this country owe Mr. Anthony Fokker no particular gratitude for his contribution to the War 1914-18. And yet in a: way we ought to be grateful to him, for the ‘“ Fokker scourge”’ of 1915-16 was the thing above all others which forced us to put forth our best efforts. When the Armistice came and there was obviously no more chance of selling war-machines, Mr. Anthony Fokker shipped train-loads of material from his German factory into Hol- land. but something like two years passed before his firm in Holland was fully established. To quote a delightful phrase in the splendid publication which has just been pro- duced by the firm to celebrate this tenth anniversay, “ When the N.V. Nederlandsche Vliegtuigenfabriek was established. we naturally acquired the latest designs made by the founder of our firm during his stay abroad.” That is to say the firm started business with the famous type of machine with which the German Flying Corps put un its last magnificent fight of the War against overwhelming odds. Since then Mr. Anthony Fokker has made wonderful progress and from the British voint of view one of the most satisfactory features about the nrocress of his aircraft has been that the finest flights of Fokker aerovlanes have been made with British engines. The Nanvier Lion water- cooled engine, the Bristol Juviter and Titan, and the Arm- strong Siddeley Jaguar and Lynx have contributed more than any other engines to Mr. Fokker’s success. To commemorate the firm’s tenth anniversary of peace- ful construction the firm has vroduced a volume, which it modestly calls a bulletin. consisting of 172 excellently vrinted pages in English, French and Svanish, all about the history and the outvut of the Fokker firm. Not only does the volume contain pvhotographs of all tvnes of Fokker aircraft from the beginning, but it also contains 32 pages of com- plete specifications, dimensions and performance figures, together with scale drawings of each type. The book is an extraordinarily interesting history of all phases of aviation from one voint of view, that of the Fokker firm. It is also an education in the aeronautical language of France and Spain. for it deals with aeronautical history, the engineering side of aeronautics. the desien side. and in places with the more highly technical side. so that in every way it is a desirable possession. Mr. Stephan, the manager of the Fokker Company, tells one that the firm will be glad to send it free of charge to pilots, engineers and other resvonsible versons concerned in civil or commercial aviation. If the demand and supvlv is anything like what it ought to be, judged by the interest and value of the book, the outout ought to make auite a serious hole in the Fokker Company's profits.—c. G. G. TITANINE. Fit. Lt. A. L. Chick, A.F.C., who was vlaced on the Re- tired List of the Roval Air Force in Mav last. has ioined the Board of Titanine-Emaillite Ltd.. Emvire House, 175, Pic- cadilly, London, W.1, the well-known manufacturers of aero- plane dope, varnish and lacquer. The Aeroplane 63} THE LONDON TERMINAL AERODROME. ANALYSIS OF FIGURES FOR PAST WEEK. Trips per Day.—Sunday. 6; Monday, 17; Tuesday, 18; Wednesday, 19; Thursday. 19; Friday, 19; Saturday, 18. IMPERIAL AIRWAYS LITD.: London—Egypt—lIndia: London-—Le Touquet—Paris—Basle—Zurich : London—Ostend-——Brussels—Cologne and return: Machines 38, pas~ sengers 270, freight 174 tons. India Route: Inward, passengers 0, mail 642 Ibs.; outward, passengers 0, mail 699 lbs. AIR UNION: Paris—London : K.L.M.: Amsterdam—Rotterdam—London : 53 tons. SABENA : Brussels—London: Machines 17, passengers 29, DEUTSCHE LUFT HANSA A.G.: Amsterdam—-London: Machines 12, passengers 36, freight 23 tons. MISCELLANEOUS : British machines 0, passengers 0. Foreign machines 0, passengers 0. Total number of trips by British machines, 38, carrying 270 pas-- sengers. Foreign machines, 78, carrying 228 passengers. COMPARATIVE FIGURES. Week ending Mar. 29: Machines, 116; Passengers, 498; Crews, 305; Total personnel, 803. Corresponding week, 1929: Machines, 176; Passengers, Corresponding week, 1928: Machines, 119; Passengers, 596; Corresponding week, 1927: Machines, 79; Passengers, 322; Corresponding week, 1926: Machines, 98; Passengers. 516; Corresponding week, 1925: Machines 37, passengers 111, freight 8 tons. Machines 12, passengers 52, freight freight 3% tons. 1,069; Crews, 341; Total personnel, 1,410.. Crews, 226; Total personnel, 822. Crews, 125; Total personnel, 447. Crews, 125; Total personnel, 641. Machines, 92; Passengers, 344; Crews, 116; Total personnel, 460. Corresponding week, 1924: Machines, 44; Passengers, 179; Crews, 76; Total personnel, 255. Corresponding week, 1923: Machines, 93; Passengers, 417; Crews, 156; Total personnel, 573.. Corresponding week, 1922: Machines, 60; Passengers, 137; Corresponding week, 1921: Machines, 58; Passengers, 210; Corresponding weck, 1920: Machines, 36; Passengers. 45; Crews, 40; Total personnel, 85. CROYDON NOTES. Quite a lot of business was done in connection with the: Grand National. Imperial Airways Ltd., sent two fully- loaded Armstrong-Whitworth Argosies to Liverpool, and Mr. Bernard Wilson flew his Desoutter there for the Daily Mail. National Flying Services sent an air taxi there, and alto- gether there were about twenty machines involved. According to the Sunday newspapers, the Handley Page 40-seater ‘Hush Hush ” aeroplane will be in commission and. running for Imperial Airways by mid-Summer. The de-' scription “Husk Hush” is delightful, because a more or less full description of these aeroplanes has appeared in some paper or another about once a month ever since they were first designed, and the fuselage of one of them was stealthily exhibited at Olympia with every precaution of secrecy that Mr. Handley Page could devise. Imperial Airways evidently expect a big rush of traffic this coming Summer, and have already taken on a number of new pilots. (Judging by the drop in traffic figures this past several weeks they seem optimistic.—Eb. ] Capt. McIntosh has been busy getting the Fokker (Lynx) tri-motor into trim recently, and Major Andrew Holt (of the Aircraft Investment Corporation) is expected back from Canada shortly. Major Holt is one of those business men who realise how time can be saved in business by flying, and he is expected to do some intensive flying up and down Europe in his Fokker during the Summer. The dust nuisance, all unchecked by any Air Ministry device, is upon us again, and with the numerous departures. and arrivals which are scheduled, we suppose that we shall live in the midst of an almost continual dust storm, which will fill our eves. ears. offices and inkwells. Will the gentleman who has lately shown such an in- terest in the accessories of other pveovle’s cars varked at the Aerodrome, kindly communicate with Mr. Ruffy Scrobinson. who would like to have a word with him. It is suggested that the gentleman might be accommodated with several new facial accessories in the way of bumps, swellings and knobs, while other facial accessories might be flattened out of existence.—Spry. Crews, 100; Total personnel, 237. Crews, 78; Total personnel, 288. ‘ ( MALLITE PLYWGOD - } USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUGHOUT THE WORLD. Bret NOPSEATE $6 E MANOPALTURED TO SPECSOICATION 3.V.3.8Y.- THE AERONAUTICAL & PANEL PLYWOOD C2 [°° 218/226, KINGSLAND R° LONDON.€E.2.

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632 THE The C19 Machine, with device for starting the rotor blades. The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall. It can ascend and descend in a small area. oa 2 For further particulars apply to: THE CIERVA AUTOGIRO COMPANY Ltd. BUSH HOUSE, LONDON, W.C. 2. Telephone; Temple Bar 2561. The Aeroplane APRIL 2, 1930 IMPORTANT DATES. April 3.—M. M. P. Grimault’s lecture before the R.AeS. April 5.—-N.F.S. Meeting at Reading. April 5.—W.R.A.F. Re-Union Dinner. April 6.—The third Ashwell-Cooke Challenge Competition at Lympae. 9.—Hockey Unit Tournament Final. April April 9.—Assoc. Football, R.A.F. Junior Cup Final. April 12.—N.F.S. Meeting at Hull. April 16.—Boxing, R.A.F. Team Championships. April 17.—Spring Session at Cranwell ends. April 19.—Leicester Flying Meeting (Leicestershire Aero Club) April 21, Easter Monday.—Meeting at Hanworth. April 26.—N.F.S. Meeting at Leeds. April 26.—No. 45 Squadron Re-Union Dinner. May 5.—R.A.F. Staff College, Second Term begins. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Official opening of Bristol Municipal Aerodrome. June 7.—N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.P. Garden Party at Manston. June 15.—N.F.S. Meeting at Nottingham. June 21.---Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gwynn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aero- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 5.—King’s Cup Air Race (Royal Aero Club—Heston Air Park). July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 17.—International Touring Competition. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club). Sept. 1—6.—International Congress on Air Navigation at The Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris. THE SURVEYORS’ PROGRESS. Mr. and Mrs. Alan Butler left Heston Air Park on Mar. 20 for South Africa, as reported in THE AEROPLANE for Mar. 26. They reached Sollum, Egypt, on Mar. 25. A report states that trouble with an oil-tank has delayed them at Abukir, Egypt. A BOAT-RACE WARNING. On Apr. 12, the Oxford and Cambridge Boat Race will be rowed. The Air Ministry requests pilots of aircraft not to fly over the course lower than 2,000 feet either before the start or during the Race. Every year aiter the Race THE AEROPLANE has had to criticise the dangerous way in which certain aircraft are flown during the Race. A disaster over such a crowd, though spectacular, would seriously affect civil aviation and retard the progress now becoming apparent. If pilots want to commit suicide they might at least go and do so quietly. SAFETY BELTS AND SAFETY HARNESS. Safety belts and safety harness are essential fitments in open-cockpit aircraft, and cabin machines as well,—for a bump on the roof may easily knock a pilot out. The sixth notice of this year to aircraft owners and ground engineers gives details of the Air Ministry requirements for the provision and maintenance for such fitments. THE PICTURE ON THE FRONT. This week the picture on the front cover shows a con- ventionalised view of the De Havilland Aerodrome at Stag Lane. On the left are the firm’s offices. The buildings furthest in the background are the De Havilland School of Flying. Nearer to the front are the main aeroplane shops. The range of roofs in the middle foreground cover the Gipsy engine-shop, and nearer are the drawing-office, canteen and so forth. To the right is the Club House of the London Aeroplane Club, and to the right and further away is the De Havilland Co.’s aeroplane garage and the range of private lock-ups. ‘These buildings alone house, on an average, fifty privately-owned aeroplanes. “THE NOTCHED INGOT.” The current issue of The Notched Ingot, the quarterly works magazine of The Hoyt Metal Co., of Great Britain, Ltd., contains interesting articles on lined bearings. The magazine states that Hoyt Number Eleven Metal is employed in the Armstrong Siddeley Genet Major engine, and also in the Jaguar engines of the Imperial Airways fleet of Argosies. Hoyt bearings were also used in Mr. F. C. Chichester’s flight in a Gipsy-Moth to Australia. NEW COMPANIES. AVIATION Tours LtTpD.—-Private company. Registered Mar. 25. Capital, £1,500 in £1 shares. Objects: To establish, maintain and work lines of aeroplanes, seaplanes and taxiplanes and aerial con- veyances from and to all parts of the world, to undertake and/or finance flying exhibitions or flying race meetings, etc. The directors are E. B. Fielden (permanent managing director and chairman), Fairleigh, Draughton, Skipton, acroplane pilot. F. W. J Grant, 10, Purley Park Road, Purley, engineer. Solicitors: Edridge, Son and Marten, Croydon. Registered office: Stafford Road, Wal- lington, Surrey.’ _ o:

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BRUNTONS. Shows high Liter. ry Merit and Great Tech- nical Value.—J RUTH. MUSSELBURGH - SCOTLAND. “ONE OF THE MOST POPULAR QUARTERLIES ” Manufacturers of THE TIE RODS. ROYAL AIR FORCE STREAMLINE WIRES AND SESS FITTINGS. QUARTERLY “BEACCN” TRU-LAY CABLE Se SU eee eniaiel z NGS. : tee oe oe No. 2. Just Published. 5/- HIGH TENSILE “ Bruntonised ” STEEL WIRE ILLUSTRATED for PHOTOGRAVURE ALL TYPES OF AIRCRAFT, AND MONOCHROME. including the Moth. — Of al! Bookse'lers or cirect from the Publishers Moridon Office: GALE & POLDEN, LTD., 33-34 Craven House, Kingsway, W.C.2. 2, AMEN CORNER, LONDON, E.C.4. lh QUE Eee ‘HABERSHON STRIP’ } | } ar AS SUPPLIED FOR THE FRAMEWORK OF THE R101 THE SWIFT SING, = SEATER — ———— SPECIALISTS IN THE ROLLING AND HEAT TREATMENT | OF AIRCRAFT STRIP AND | We | | SHEED SUREL. | hare, Barchuge : | Arranged AL() () | | J. J. HABERSHON & SONS, LTD., >| | HOLMES MILLS | -COMPER AIRCRAFT COL" | : | | HOOTON PARK 39 GROVENOR R PLACE a | ROTHERHAM. CHESHIRE eet. wee | ePIC HUTT ee SE MMMM ST OUUATERTTEOEATONUC AYO RT KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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634 FABRIC FOR MOTHS SUPPLIERS OF FABRIC FOR ALL TYPES OF AIRCRAFT INCLUDING A SPECIAL FABRIC FOR THE MOTH ON AIR MINISTRY APPROVED LIST. WOODS, SONS & CO., 6, MILK STREET, LONDON, E.C.2. Telegrams: AFRESH, CENT, LONDON. Telephones: METROPOLITAN 0145 (3 Lines). The Aeroplane APRIL 2, 1930 Brian Lewis AND C. D. BarRNarp Lto.—Private company. Registered Mar. 24. Capital, £4,000 in £1 shares. Objects: To acquire from Malcolm Campbell (London) 1927 Ltd. (inter alia) the goodwill of their business as agents for and dealers in aeroplanes. The subscribers are: C. D. Barnard, 25, Monmouth Road. Bays- water, W.2, aeroplane pilot. B. E. Lewis, 11, Charles Street. Berkeley Square, W.1. (Director. Malcolm Campbell (1927) Ltd.). Solicitors : Middleton, Lewis and Clarke, 22, Gt. St. Helens, E.C.3. MORTGAGES AND CHARGES. ArrR Taxrs Ltp.—Debenture dated Mar. 19, 1930. to secure £3,750, charged on the company’s undertaking and property, present and future, including uncalled capital. Holders: W. L. Hope, ** Koubbeh.”’ Northwick Circle, Kenton, Middlesex. a nr I PERSONAL NOTICES. BIRTHS. STATON.—On Mar. 29, at Kenbane Cottage, Ducks Hill, Northwood, Middelesex, to Norah (née Workman), wife of Fit. Lt. W. E. Staton, M.C., D.F.C.—a_ son. WIGGLESWORTH.—On Mar. 25, at Singapore, to Peggy, wife of Fit. Lt. C. G. Wigglesworth. R.A.F.—a son. . FORTHCOMING MARRIAGES. COMBE—BAINBRIDGE.—The engagement is announced between Fit. Lt. Gerard Combe. R.A.F., third son of Mr. and Mrs. Percy Combe, and Brenda Mary. elder daughter. of Mr. and Mrs. Hugh Bainbridge, of Killeen, Lakeside Road, Bournemouth West. KELLY—GARNETT.—The engagement is announced of Fit. Lt. J. V. Kelly, R.A.F., North Weald, and Beryl, younger daughter of Mr. and Mrs. F. Garnett, the Pryors, Hampstead, London. The wedding will take place on April 30. LEES—THOMPSON.—tThe engagement is announced of Sq. Ldr. Alan Lees, R.A.F., elder son of Mr. and Mrs. Maurice Lees, Park Bridge, Ashton-under-Lyne, and Norah Elizabeth, daughter of the late John Thompson and Mrs. Thompson, St. Oswalds, Victoria Road. West Hartlepool. : DEATHS. PRATT.—On Mar. 24, at Worthy Down, Hants, a flying accident, Percy James Pratt, Plt. Off., R.A.F. Mr. Pratt entered the R.A.F. with a short service commission in February 1929 and after a course of flying training at No. 1 F.TS. Netheravon, he was posted to No. 58 (B) Sqdn. WHITE.—On Mar. 24, at Worthy Down, Hants, as the result of a flying accident, Ernest Richard White, Fig. Off., No. 53 (B) Sqdn., R.A.F. Mr. White passed out of the R:A.F. College, Cranwell, in December 1927 and was posted to No. 58 (B) Sqdn., Worthy Down. He won as the result of No. 58 (B) Sqadn., SCINTILLA, SERVICE). AIRCRAFIL LINDBERGH SOUTHERN CROSS SCINTILLA — The choice of Trans-Atlantic, Polar and record-breaking flights. BYRD the Aeronautical Engineering prize at Cranwell. CHAMBERLIN QUESTION MARK ST. LOUIS ROBIN—WILKINS—FORT WORTH. Clerkenwell SCINTILLA LTD., 14, Close, London, E.C.1. Factories :- Hendon (London,NW.Q) New York (U.S.A.> Milan (Italy. Abit s ¢ TITANINE- ITE, urp.175, PICCADILLY, LONDON.W.1. Tele es:- hea Gerrard 2312. Regent 4728 a ee & (Cables, > “Tetrafree, Piccy,London. boats - a e .

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APRIL 2, 1930 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, _ Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted et words 1/-. Box No. ' 6d. extra. : Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. ‘Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. _ Aviation Consultants. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., .Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad eae Contractors to the Admiralty, Air Ministry, War ce. AIRCRAFT INSTRUMENTS. -Aeroplane Wheels, New, fitted with Dominion 26 x 2} heavy tread tyres, and new tubes. Pair with axle, 70s. carriage forward; K.L.G. Plugs F.7, 2s. 3d.; Altimeters, 10s. 6d.; Shock Absorber, 5-8 in., 6d. per yard; Aero bolts, nuts, washers, etc., Tib. bag, 4s. Above postage paid. Send for illustrated list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrationg on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped ‘workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 ‘and 437. Telegrams: “ Aviation” Byfleet. . SN RA ee EI SE RS DE I ST 2 OEE TEE TEED AIRCRAFT FOR SALE. BROOKLANDS SCHOOL OF FLYING LTD. GIPSY SLOTTED METAL MOTH: only 20 hours’ flying: beautiful machine: blue and silver. C. of A. 12 months. £625. ; NEW SPARTAN: never used: reconditioned. Cirrus II en- gine. £375. NEW SPARTAN: Cirrus III engine; unused. £450. Any of these machines may be purchased on deferred payment. Telephone: Byfleet 436 and 437. Station, West Weybridge. S.R. Blackburn “Bluebird” side-by-side seating, all-metal con- struction. Price £795. Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. : For Sale, Bristol Scout G-EAGR in good condition with 80 Le Rhone engine as new. Suitable for ground instruction or for flying within 3 miles of an aerodrome, etc. £30 or near offer—Wray, R.AF., Grantham. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. Joy-riding.—Le Rhone 504K Avro, Splendd condition. New March, 1929. Complete joy-riding outfit with good stock of machine and engine spares. ‘Spare engine, field screens. Light Van. £200 or nearest. Bint,.181, Yardley Road, Acocks Green, Birmingham. National Flying Services Ltd. (See page 625.) Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd. Authorised Moth Agents. Immediate delivery. Unique hire-purchase terms offered. Exchange svecialists—Reading Aerodrome. Sonning 114. £375. Mark II Cirrus Moth. C. of A. 9 months. Recon- ditioned. Repainted.—Phillips and Powis Aircraft (Read- ing) Ltd. Sonning 114. £430. - Mark 2:Cirrus Moth, X-type. -Slots. ‘New condition. Extra instruments.—Phillios and Powis Aircraft. (Reading) Ltd. Sonning 114. The Aeroplane Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. engines. Immediate cash. ’ SUB. 2ls. 635 Unequalled Value Brilliant Performance and Absolute Dependability ..smake WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S. A. Cable Address: WACO TROYOHIO BEST & LLOYD L® “AUTHORISED AIR MINISTRY SUPPLIERS Bw AEROPLANE FITTINGS © in Brass, Copper, Duralumin a2 and approved non-ferrous Alloys CAMBRAY WORKS. HANDSWORTH, BIRMINGHAM AIR SURVEY. (Vic- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Sub- _sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). AIRCRAFT WANTED. Aircraft, with or without C. of A., crashed machines, parts, Particulars—Arnold Jones, 58, Warren Street, W.1. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 ls. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. CINQUE PORTS FLYING CLUB (Subsidised). MONTHLY (No entry fee.) Monthly competition for bona fide private pilots on first Sunday in. each month —Badminton—Comfortable Club Room and Bar inside Hangar—13 hours’ by car from W. End on main Folkestone Road—Send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated booklet “LEARN AT LYMPNE.” Learn to Fly at the Midland Aero Club. Four tuition _machines, two fully qualified expert instructors. No. wait- ing. Particulars, Hon. Secretary, worth, Birmingham. Learn to Fly at the Newcastle Aero Club. Our rates have always been £1 per hour qual or solo. Three Moths. Fully qualified Instructor. Aerodrome 20 minutes’ ‘bus ride from Newcastle; 15 minutes’ service. Good accommodation in . district. Club House. Full particulars apply to:—Secretary, Cramlington Aerodrome, Northumberland. National Flying Services Ltd. (See page 625.) Join N.F'‘S. Learn to fly. Fly when you wish. are PHILLIPS AND POWIS SCHOOL OF FLYING.—£2 an kour. No entrance fee or subscriptions. Five Moths. Per- fect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School. Reading Aerodrome.—Sonning 114. Southern. Aero Club.—Thorough Avro Tuition, no waiting list. ‘“B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. The De Havilland School of Flying, Stag Lane Aerodrome. Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. : 22, Villa Road, Hands- KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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636 The Aeroplane APRIL 2, 1936 AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Bdgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 625.) 1s. a mile; ls. 6d. two passengers. *Phone: Go by N.F‘S. FLYING CLOTHING. Flying Clothing and equipment of every description. from the firm who have been specialists in this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793 The old firm of Racing, Flying and Motor Clothing Fame, 19 and 27, Carburton Street, Gt. Titchfield Street, London W.1. (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ’phone.pockets. Flying Helmets, Leather, Fleece Lined, "Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland 'Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W D. Lenses), 12s. 6d. (previously listed 42s.). F. W.S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted phone pockets, 10s. 6d.; ordinary Racing Pattern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s; without Zip, 50s.: also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.: D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.: Super quality Silk Undergloves, 4s. 9d. pr.: Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots, Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. Wainwright’s Flying Equipment.—Wainwright Flying Helmet (Passed by A.M.), Lined Chamois, 22s. 6d. Black or Tan. Guaranteed Fit. Fur trimmed helmets, 12s. 6d., 15s. 6d. White helmets, pique or drill, 12s. 6d. Flat type earphones complete, 12s. 6d. Flying mask goggles, clear or anti-dazzle. 12s. 6d. Genuine R.A-F. Sidcots, 57s. 6d. Chrome Leather fiying coats, 84s. to £8 8s. Flying Pullovers, Zip Fasteners, Knitted collar, cuffs and bottom, Suede finish, 25s., wonder- ful value. Write for Catalogue. Wainwright’s, 300, 302, Euston Road, London, N.W.1. ’Phone Mus. 6280. Buy Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/- Other styles from 83/-. Sidc t p ttern flying suits, fitted with fur collar, 60/-. .White flying suits, 2I/-. Supe qual ty white or khaki flying suits, fitted zip fastener, 30/- and 35/-.. Wh te or khaki flying hel ets, ‘atest type,- rhone pocke s, etc.. 11/6. Approved Air Ministry’ pattern helmets, best chrome le*ther. bla k or tan, chamois lined, 22/6. All leather fleece lined FILYIN } HELMETS, 12/6; fur trimmed fleece lined, 15/- rnd 22/6; d.tto fur trmme , chamois lined, 17/6 a d %7/6, perfect fit assured. D.H. phones, all metal, fabric covere', 12/6. Lambsw ol lined gauntlet gloves, 18/6. Fur- backed yvauntlets, lambswool lined, 25/- Single texture silr 1807. The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for th> strongest beard and the most tender skin. F. W. H. Every blade guaranteed; ther fo e, no risk. HEGEWALD, SOLINGEN, GERMANY. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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— oe APRIL 2, 1930 The Aeroplane — Ss >\ N oN = THE HAWKER HORNET. (Rolls-Royce F Engine.) ‘¢ THe FIGHTER WHICH HAS SET A NEw STANDARD.” THE H. G. HAWKER ENGINEERING COMPANY LTD., Specialists in Military Aircraft. Contractors to HM. Air Ministry and Foreign Governments. KINGSTON, SURREY, Cables:—HAWKER, KINGSTON. ‘Phone :—KINGSTON 6272 (4 lines). “ ah reer TT St Ca. a_\\ WS “4 is moe | ME ee cee — - >= - . - ah © i~.* e ar : «KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. oe Google

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2 The Aeroplane APRIL 2, 1930 The following countries build GREA’T” BRITAIN HIUNGARY SW FK/DEN JAPAN JIUGO-SLAVIA PPORTUGAL SPAHN VT ALY BELGIUM FR ANCE rps a ete) sarge. ts #¥ion od ) ep WA Oe UAE ge Ni = % . ee ae an, wT ee Y co) SWITZIK,RLAND POLAND CSERMANY UNJTED STATES CANADA CZFCHO-SLOVAKIA RUSSIA and they are flown all over the world. Designed and Manutactured by 66 as THE a Zy AEROPLANE CO. LTD MLPTON, — BRISTOL: Velegrams Aviation, Bristol. Telephone 3906 Bristol Printed for AERONAUTICS LTD.. by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, London, E.C.4: and Published by AERONAUTICS LrD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE » 175, PICCADILLY, LONDON, W.1. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, E.C.4. Telephones: Editorial. Gerrard 5407: Advertising. Gerrard .6023; Publishide.\ Cant ral (5822.

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bade eute The Aeroplane FAIREY amrecraft THE FAIREY AVIATION COMPANY LTD. HAYES + MIDDLESEX HIGH PEBRFORMANCE SERVICE AIRCRAFT + 405, ‘APRIL 9, 1930

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MAIN LIBRARY APRIL 9, 1930. VOL. X XXVIII ™* N EROPLANE ~~: Incorporating Aeronautical Engineering The Editorial Offices of ‘‘The Aeroplane”’ are at 175, Piccadjlly, London W.1. : Telegraphic Address: ‘‘ Aileron, London.” Telephone: Gerrard 5407. ae 3 4 Advertisement Offices: 175, Piccadilly, London, W.1. Telephone: Gerrard €023. 5 ? ; “N48 Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- Z Sf = As i AS. : 2 i nautics Ltd., Cannon House, Pilgrim Street. Ludgate Circus, E.C.4. Telephone: Cential 5822. ff 3 F = . 43> Subscription Rates, post free: Home 3 months, 7s. 6d.; 6 months, 15s.; 12 months. 30s. iff sky: =: 2473 Abroad, 3 months, 8s. 9d.; 6 months. 17s. Gd.; 12 months. 35s. Canada. 1 Year. $8. 734 3 == ae, U.S.A., 1 Year, $8.50. Entered as second class matter at the New York (N.Y.) Post Office. = i" ON THE IMPORTANCE OF PORTUGAL. I. Regular readers of THE AEROPLANE Will remember that from time to time reference has been made to the im- portance of Portugal in general, and of the Harbour of Lisbon in particular, to future developments of Air Maii routes from England to various other parts of the wurld. Also reference has been made in this paper to the fact that so far aviation has not been much developed in Portu- gal and that strenuous efforts are being made by a French concern, known commonly as the “Spela” (which stands for Sociedade Portuguese de Estudos e Linhas Aereas), to. get control of all Civil Aviation in Portugal. The big idea has been that the French should get a mono- poly of civil flying and that even Portuguese civil aviators should only be allowed to fly over their own country by kind permission of the French. Naturally this has caused bad feeling. And the situation, as will be seen hereafter, is of great importance to us in England. These intrigues by the French have already caused a clash with the German Junkers firm and the German Luft Hansa. The Germans have an air line running from Berlin across France, round the Eastern end of the Pyrenees to Madrid, whence the line is intended ultimately to go on to Seville. There is a scheme actually in being to run an air line with big airships from Seville to North America, and possibly by flying-boats to North and South America. As an off-shoot of this, the Luft Hansa started to run a line from Madrid to Lisbon, thus putting German business men directly into communication with the Canvital of Portugal. People are avt to forget that though Portugal itself is quite a small country—only about the size of England—it is in fact the third greatest Colonial power in the world. for the British Colonies plus Overseas Dominions, and the French Colonial Empire, are the only Colonial possessions greater than those of. Portugal. Angola, Portuguese East Africa, Goa, Macau, and various odd but fertile islands’ all over the Globe make Portugal rich, and will make her much: richer. Consequently, there is every reason why the astute business men of Germany should cultivate business with Portugual, so that German manufacturers may find an outlet in Portugal’s vast Colonial dominions,—as we are so slow about doing so. Furthermore, the Luft Hansa people, who always have. their eye fixed on the vossibilities of long-range air lines ell over the World, and who already run air lines from Berlin through Russia to Persia, and have extensions planned through Siberia to Pekin, naturally have views on the pos- sibilities of Lisbon as a jumping-off place for flying-boat lines to North America by the Azores and to Scuth America by the Canaries. — The French, as is probably known to most readers of this paper, already run an air-mail line from Paris down the East Coast of Spvain over the Straits of Gibraltar and along the West Coast. of Northern Africa to Dakar. Thence a . special service of fast steamers takes the mail across to Port Natal on the Coast of Brazil, whence they are flown by this same French air line down to the East Coast of South America to Buenos Aires, capital of Argentina. Thence they are flown over the Andes to Chile. The moving spirit of this French line is M. Latécoére, a manufacturer of aeroplanes, and the air line is called the Compagnie Aéropostale.- By a curious: coincidence M. Grimault, the Chief Ensineer of the line, lectured to the Royal Aeronautical Society last week on the work of his firm, and.a revort of his lecture avvears elsewhere in this paper. So readers may see for themselves how much ground we have to make uv—or, if vou like to look at it another way, how much pioneer work has been done for us. BRITISH INTERESTS. Anyhow the result is that British business firms, who do the greatest amount of business in South America, and even great British shioving lines which annually carry tons of mail to South America, when they want to get important letters or documents through in a hurry to their “THEY ARE ILL DISCOVERERS THAT THINK THERE IS NO LAND WHEN THEY CAN SEE NOTHING BUT SEA.’—(Bacon, 1561—1626.) THE GATE-WAY OF EUROPE.—A flying-boat of the Portuguese Naval Air Service, flying over the Tagus, photographed from the Port of Bom Sucesso from which Vasco da Gama sailed on the first voyage by sea to India. From the new airport on the Tagus above Lisbon will start some day the great air lines tc North and South” America and West Africa and, in time of war, to the Mediterranean and the East,

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646 The Aeroplane APRIL 9, 1930 own business houses in Brazil or in Argentina or in Chile, have to send them across to Paris and have them flown by a French air line to West Africa and down the coast of South America. One hopes that all readers of this paper will admit that such is not a fit and proper state of affairs for the greatest sea-faring nation in the World, and in fact, the greatest air- faring nation in the World, as we are. With our world- wide organisation of sea transport, and our enterprise as individuals, surely we ought to be running the air mails of the World between Eurove and South America. With a flying-boat doing 120 m.p.hr. Lisbon is only 8 hours’ flying from Plymouth. Thence there is good flying to Teneriffe and St. Vincent. And thence the journey by St. Paul’s Rocks and Fernando Noronha is not so very difficult. Anyhow, Germany, having her eye on the possibilities of Lisbon as a port for great overseas lines, and France having possibly similar ideas in view ultimately, but with an immedi- ate eye to getting control of Civil Aviation in Portugal, there was naturally a clash of interests and ideas. And the im- mediate effect was that the French tried to prevent the Germans from flying from Madrid to Lisbon. Actually legal action did not go verv far.—for the German interests and the French interests came to an agreement by which the Luft Hansa Junkers machines are now allowed to fly between Madrid and Lisbon. What vrecisely was the cause of this agreement between two essentially hostile interests is not auite easy to under- stand. Possibly there may have been some idea that British interests might steo in and develop aviation in Portugal as it should be developed. Possibly the agreement may have beer due to the fact that there is very properly in Portugal a considerable faction which believe in “ Portugal for the Portuguese.” Be that as it may, the fact remains that German machines do fly auite regularly once a week be- tween Madrid and Lisbon. And the fact also remains that the French Soela interests are still trving to get a monopoly of civil aviation in Portugal, and that if we do not do some- thing about it. we shall] find our oldest Allies, the Portuguese, and ourselves, frozen out of fiving in Portugal. SEEING PORTUGAL. With these facts in mind, and realising the immense pos- sibilities of Portugal for British Avia- tion in the near future, when we are producing really high-sveed long-range mail-carrving fiving-boats, one resolved to go to Portugal to see the position for oneself. The idea was to combine a holiday with this tour of investigation, and make a business out of pleasure. As it turned out, thanks to the extra- ordinary kindness and hosovitality of a number of peovle, whom one met for the first time after arriving in Lisbon. the trio turned out to be rather mak- ing a vleasure out of business. WHat PORTUGAL Has DONE. The first thing to be said about Portugal and the Portuguese people is that Portugal is about the least under- stood country in Europe. Most edu- cated people in this country know that some few hundreds of years ago, be- tween 1400 and 1500 a.v., Portugal pro- duced some of the World's greatest navigators and explorers. Encouraged by Prince Henry, sur- named the Navigator, one of the sons of the King of that period, Portuguese sailormen went to all varts of the World. where no white man had ever been before. In 1419 the Portuguese discovered Madeira. In 1434 Gil Eanes discovered the Gold Coast. In 1482 Diogo Cao discovered the Congo. In 1488 Bartolomeu Dias rounded the Cape of Good Hope. And, the crowning achievement, in 1497-93, Vasco da Gama discovered the sea route to India. Later on, in 1519, Fernando Magal- haes (commonly called Magellan) be- gan the first circumnavigation of the Earth. He went through the Straits which bear his name, and died in the Pacific. The voyage home by India and the Cape was completed by his lieutenant. There is fairly good historical basis for saying that the Genoese explorer, Christopher Columbus, who was financed by Ferdinand of Spain in his voyage which discovered the West Indies, was encouraged to make that voyage by information which he re- ceived from a Portuguese sailor who SOUTH froue y * RATIGR “HR had been blown out into the Atlantic, had found land far away to the West and had somehow found his way back again. Whether that is historically true or not cannot.be proved. But at any rate, the historical facts are that long before Columbus discovered the West Indies, Portuguese venturers had discovered the Gold Coast and the Congo and the Cape of Good Hope. And just after his discovery Vasco da Gama sailed round the Cape of Good Hope and discovered the sea-route to India, thus entirely altering the course of the World's trade routes, because until then, all commerce from India and China reached Europe through Russia or through Turkey. With such-a sea-faring record as this, the Portuguese people naturally have a magnificent tradition. And that tradition is still maintained in the air. We must remember that the first peovle to cross the whole of the South Atlantic ocean by air were Admiral Gago Coutinho and Commander Sacadura Cabral, who in 1923 made the voyage in a Fairey float seaplane with a Rolls-Royce engine. Since then, other Portuguese aviators have made magni- ficent flights, from Portugal to the Portuguese Colonies in the Far East and from Portugal right across Africa to Portuguese East Africa. The number of these flights has been quite out of proportion to the pvopulation of Portugal and to the number of veople there engaged in aviation. Which is the best possible proof that the spirit of the old Portuguese adventurers still exists. Also we should do well to remember what is known to comparatively few peovle even among the educated classes, that on the authority of the great Duke of Wellington him- self the Portuguese contingent which fought alongside our troops in the Peninsula War fought astonishingly well. Also, those who really know all the circumstances of the Portu- guese Division which was sent to France in the War 1914- 1918, recognise the personal gallantry of the Portuguese fighting men. The real trouble there was simply the lack of experience of the officers and the lack of adequate staff training,—and obviously staff training adequate for a great war cannot be got in a small country with such a small army as that of Portugal. To the ordinary ignorant Englishman who reads nothing London Plymouth ,~= Canary Ie. 4.4 _- (Tenest fe) & ATLANTIC ‘ antes! WHAT IT MEANS TO US8.—Lisbon in relation to England and the rsea Air Lines which we shall have to fly cena day. sd

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Apri. 9, 1930 The Aeroplane “SPIAHE Napier Lion’s popularity in the Royal Air Force 1s a striking testimonial to its excellence for Ser- - vice use. Evidence of its popularity 4 ax ances Sx. POONER D x4 is given by the number of long- S4¥ ore distance Service reliability flights for iBo which the Napier has been selected. ©, On evety occasion the Napier has “ay come through without mishap.”’ pe The Empire Mail ONY Dec. 1929 oy % A FEW R.A.F. ACHIEVEMENTS “ay ® WITH NAPIER ENGINES vx oy : we 8 Cairo-Cape-Cairo: Four Fairey aircraft, cach fitted with a single ON ee | Napier engine, flew in formation from Cairo to Cape Town and back, eye ay covering 52,000 engine miles without mechanical trouble, and keeping “aN fs to a time schedule throughout. This is the fifth successive year the eye De flight has been carried out—always with Napier engines. Ol ofS ® England to Australia: The first and only formation flight from “sy oS England to Australia was achieved by four Royal Air Force Supcer- XS marine-Napier flying boats each fitted with two Napier engines — 8) 180,800 engine miles without mechanical trouble. a : me d England to India: The first and only non-stop flight from England sas to India was accomplished by a Royal Air Force Fairey monoplane-— é fitted with Napier enginc—4,130 miles in 50 hours 38 mins. Singapore-Calcutta-Singapore: During 1929 four long-distance Z flights were undertaken during the $.\V. Monsoon by No. 205 WJ. Squadron with Supermarine-Napier flying boats with the object of CZANS trying out the weather possibilities for flying and the possibilities of ob). maintaining a prearranged time-table in adverse conditions. ay ae Caw A } CAN ONE The finest aero engine in the World 8 ah D.. NAPIER & SON LTD. “ ACTON, LONDON, W.3 a % KINDLY MENTION ‘ THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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648 : The Aeroplane APRIL 9, 1930 except newspapers, Portugal probably appears merely as a little country somewhere down in the left-hand bottom corner of Europe, which is given to having earthquakes and’ revolutions, and whose King has, unfortunately, lived in exile in this country. These are ideas which we ought to get rid of as quick as possible. | THE POSSIBILITIES OF PORTUGAL. Portugal is in fact a country of vast possibilities. Nobody knows wnat its mineral weaitn may be. But there is quite good reason to believe that witn proper exploitation and subsequent development or the mines, rortuga! mignt prove to have quite as much mineral wealtn as that out of which Spain makes so much money. Apart from that, Portugai grows an immense amount of wine. Most of us think tnat rort is about the only kind of wine produced in Portugal. As a matter of fact, the bulk of Portuguese wine goes to Bordeaux and is then mixed with French wine and sold to an innocent world as Claret, or other Bordeaux vintages,—much in the same way as vast quanti- ties of Italian wine go to France and are foisted on the world as Burgundy. Furthermore, a very high percentage of the total amount of cork used in the World, whether for prosaic commercial purposes, such as bath mats or insulating material, or for the more romantic purpose of corking wine bottles, comes from Portugal. And, very properly, seeing that we in this country are about the biggest drinkers per head of popu- lation in the World, most of the cork business is in the hands of English people, many of whom have had property and have lived in Portugal for many generations. But, for some strange reason, an American firm, named the Armstrong © Cork Co., also has big interests in Portugal,—which seems unnatural for a country which should legally need only glass stoppers for lemonade and balloon-juice generally. Fruit of all kinds, olives, tomatoes and any kind of vege- table, grow by themselves in Portugal, thanks to a magni- ficent climate and a very fertile soil when it is properly handled. THE PORTUGUESE PEOPLE. The people of Portugal are extremely pleasant. They are in fact, exactly like the Southern Irish,—that is to say, the better sort of Southern Irish. And they have the advantage over the Southern Irish that they are not enervated by the Gulf Stream, but are energised by the clear Atlantic. The resemblance to the Southern Irish is quite natural -because the South of Ireland was populated practically en- tirely from the Iberian Peninsula, and probably mostly from that part of it which was known in Roman times as Lusi- tania, and is now known as Portugal. The fact that Northern Ireland was populated by Scandinavians and other Nordic by-products accounts for the fact that North Ireland and the Irish Free State can never possibly work amicably to- gether unless North Ireland governs the rest,—just as the Slavonic Serbs and the Mongoloid Bulgars can never live peacefully side by side. Among the lower classes of the Portuguese, there is a ing people in the World. -Spanish nobility. That is to say, basically they are Visi- strong admixture of Moorish blood and East Indian blood and pure nigger blood from Africa. This is because for a period the Moors over-ran and governed Portugal, just as they over-ran and governed tne whole of Spain, except a little bit in the North-West corner. And it 1s due to tne fact that the Portuguese round-the-World navigators and colonial governors and so forth brougkt back to Portu- gal with them slaves and servants of all kinds and of both sexes. Consequently, these various coloured servants became much mixed with the lower classes. But, as this importa- tion has ceased for quite a considerable time, the coloured blood is slowly hut surely dying out,—as mongrel blood is bound to die out in course of generations. And there is no actual colour problem, as in the United States. The upper class of Portuguese are among the most charm- ‘hey are of the same stock as the goths. But there are many descendants of Frankish ad- ~ venturers, or Norman adventurers, who came irto the Iberian Peninsula after the Moorish conquest and helped the Visi- gothic nobility and the remnants of the old Ibero-Roman nobility to push the Moors out. Also there is in the Portuguese upper classes, a very strong admixture of English, that is to say, Norman-English blood. Portugal rightly claims to be the oldest ally of England,— and tnere has always been constant communication between Portugal and England. The English Royal Family has sup- plied several wives to Portuguese Kings and Princes. And likewise the Portuguese Royal Family and nobility have sup- plied wives to their own class in England. Possibly because of this intermixing between the English and the Portuguese, and because of the similarity between the Southern Irish and the Portuguese lower classes, Portu- gal seems much less of a foreign country than does either the South of France or Italy. PORTUGUESE CHARACTER. The thing that struck one most about the working people of Portugal, whether the town-dwellers or the agricultural people right out in the country, was their obvious high level of intelligence. You hardly ever see anybody in Portu- gal who looks stupid. You never see that stolid animal ex- pression which you do among the field-workers of England and Flanders, in particular. The Portuguese people are hard-working, extraordinarily kindly, and always ready to help the poor ignorant foreigner who does not speak their language. And they are very clean, compared with the agricultural people of some other countries which one has visited. Evidently, with good government and a good system of education there are immense possibilities in the Portuguese people. The only people one saw who, as a class, seemed objection- able, were the students in Lisbon. But probably that ap- plies equally well to the student class in any country. Not sO many years ago, when in a student rag the venerable Mr. Asquith, as he then was before he was created Lord Oxford, was seriously injured, one of the London even- THE CHIEF.—Colonel Cifka Duarte (left) and the officer who is to accompany him on his flight to the Azores and possibly to America, in the Junkers (Jupiter engine), photographed at the Military Air Station at Alverca. a 2. oh mm ee ee ee ee

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APRIL 9, 1930 _ The Aeroplane | 649 2 AVATANAAVATATAVAVAYATAVAVAVAVATAVAVAVA'NVAUAVAVATATAVAVAVAVAVAVAVATAVAVAVAVAVAVAVAPAVAVAVAPAVAVAVAVATAIAVAVAVAVAVAYA VAVA NY ALL-METAL AIRCRAFT § VAVAVATATAYAYAYAM Without the use of the continu- ous heat treat- ment process the lonzttudinal girders for R.101 shown in a a ——— ON al SSS Odd this photograph — |"xag Goo a ea cise Se oe Se et yo A Nh could never |i 9 ime ' gle ose eg RT ne a + ar! have beenmade. |j 1 eer orn Sean. Oe Aaeameeg Sate agra | j ; ey oot, oe 3 * Boulton & Paul System of Metal Construction The process developed by Boulton & Paul Ltd. for the continuous heat treat- ment of formed steel sections 1s among the most important of the developments yet made in connection with the construction of metal aircraft. Increased accuracy of foriiis secured because the material ts worked in the fully annealed state. After forming, the material may be hardened and tempered to any desired physical qualities of which tt ts capable without risk of distortion. No other process ts known by which thin steel secttons oy almo:t any length can be heat treated to any required degree without sacrificing accuracy of form and dimensions. Those who contemplate embarking on all-metal aircraft design can obtain full ‘ ba ticulars of the available sections and their characteristics upon application. BOULTON & PAUL L™- NorwicH London Office : 139 Queen Victoria St., London, E.C 4. (Phone: Cent. 4642.) DESIGNERS & MAKERS OF ALL-METAL AEROPLANES & AIRSHIPS. Contractors to the Atr Ministry, the Admiralty, the War Office. H.M. Board of Works, the Crown Acents to the Colontes, English, South American and Indian Railways, Soudan, South Africin and Egypt.an Governim uts. VAVANANAVAVATAVAVAVAVAVAVAVAYAVAVAVAVAVAVAVAVAVANAVAVAVAVAYAVAYAVAYAVAVAVAYAVAVAYAVAVAYAYAYAYAYAYAYAYA of the drawbenche s and furnaces used in the Boulton and Paul con- tintous heat treatment process. yt Wie ek Ae $ | Pere " n “AV dale ——— ' , 7 "4 soe fe * ye 8 4 ‘ |.) \ 5 ; Mong de a. : a fj whl . Be wa lee ~ - f hom” ie : by fy ; 2 Ro ” Pig . esi te) i ; i oY . ’ “4 i » z . ee : r : * ee ‘ Aca: a 8 | ‘ my A re 5 . ‘ 4A . f ‘ ’ ‘my, . + diva = 7 ‘ NNAAAAAAAAAAAAAAAAAAAAAS VAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAYAYAVAVAVAVAVAYAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAYA V&V AV 40 aa a¥a Va¥a KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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650 ing papers published without any explanation the simpie question, ~*~ Wny is it necessary to be a cad belore becoming a doctor?” Possibly tne students wno matltreared Mr. Asquith were not actually medical students, but at any rate they belonged to that student class which seems to be equally objectionable all the World over. So one may be duing an injustice to the students of Lisbon. For the rest of the veople, one has nothing but appreci- ation. in almost any country, for example, 1f you give a man a tio for looking after a car, he slouches off after ne has got it, and that is the last of him. At Setubal, some 25 miles from Lisbon, a local loafer was left in charge of the car while we had lunch. A shower of rain fell and the bright tellow put the hood up. When the shower was over - he put it down again. When we went back to the car and ’ he had been duly tipped for looking after it, he tried to be helpful in numerous little ways. When he found from our conversation that we were not sure of the way out towards the place where we were going, he insisted on coming along with us and showing us ex- actly the right road. And he might very well have taken himself off with his tip. When one expressed mild survrise, one was told that this was characteristic of the veopvle. They always want to be kind and helpful and they like being agreeable. The last so-called revolution, or attempted revolution, is said to have been simply an ordinary outbreak of bolshevism, just like that in this country when we broke the attempted transport strike, and that strike a few years earlier which we nipped in the bud still quicker. The only difference was that in Lisbon a certain number of the troovs joined the bolsheviks, and there was some rather ugly shooting un and down the streets. But the total amount of damage done was comparatively small. And anyhow, the story was told entirely wrongly in the English vavers, with, naturally, the exception of The Times, which in Lisbon, as in every other Capital in the World, is represented by an able man who knows his job and knows the people among whom he lives. MILITARY AVIATION. After one had been in Lisbon a few days, one was taken by some friends in the Portuguese Aero Club to be presented to the officer commanding Portuguese Military Aviation. This officer, Colonel Cifka Duarte, who is himself a very able pilot, has undoubtedly brought Portuguese military avia- tion to an extremely high standard. , Numerous World-flights by Portuguese aviators have given evidence enough of the quality of the individual Portuguese pilot. But that was no proof of the efficiency of their Flying Services as a whole. And in this respect one had a very pleasing surprise. Knowing a good deal of the way in which Service and civil aircraft are maintained in various Eurovean countries, and seeing that Portugal is so many degrees further South, one rather expected the organisation of the Flying Services, and the way in which the aircraft and engines are main- tained, to be just that number of degrees worse than further North. Having seen both Service and civil aircraft in some countries with rusty control-wires, ungreased cables, nuts without proper locking arrangements, and various aspects of careless maintenance, one hardly knew quite what to ex- pect in Portugal. Therefore, there was all the more pleasure in discovering that though the Portuguese Army Air Force, and the Naval Air Service, are very small, they are just about as perfectly run as is humanly possible. The Aeroplane APRIL 9, 1930 Although Portugal is potentially rich, Portugal is a poor country in actual money. Consequently, neitmuer the Army nor the Navy has anything like the amount ol money wnicn is needed to build up and maintain Flying Services worthy of the population of Portugal itselfi—let- alone the immense area of its Colonies. But what there is of the Portuguese Flying Services is excellent. By courtesy of Colonel Cifka Duarte, one’s friends were allowed to take one to Headquarters, and the military aero- drome at Alverca. This is a big aerodrome on the banks of the Tagus, about 15 to 18 miles east by north of Lisbon. Actually the aerodrome itself is ordinary river flat,—pro- ably mostly reclaimed land. But it makes an excellent aero- drome. The only drawback is that the hills start about half a mile inland, and there is not the slightest hove of ever getting a machine down in one piece in a forced land- ing. There are a few places where a clever pilot might get down without breaking his machine, but there is certainly no- where whence he could every fly it out again. Where the hill-sides are not naked rocks, they are covered with olive groves, gardens and so forth. There is nothing even remotely resembling an ordinary oven field in that vart of the country. Along the river flat itself all the land except the aero- drome is cut up bv ditches in small vatches, none of them much bigger than an ordinary tennis court. So there is just as little hope of making a successful forced landing and subsequently of getting away here as there is in the hills. Nevertheless, the Army pilots fly continually, all over the surrounding country, and from Alverca to the other military ene at Amadora, near Sintra, a matter of 20 or 25 miles. Possibly this lack of hove of ever getting away with a forced landing may helv to account for the extraordinary care with which the machines and their engines are main- tained. But quite as much of that care is obviously due to the fact that the men in charge of the maintenance of the machines are artisans who love their work. (To be continued.) CIVIL AIRCRAFT. In the House of Commons on Mar. 25, in reply to a ques- tion by Mr. Day, the Under-Secretary of State for Air said that the number of civil aircraft registered in Great Britain and Northern Ireland on Feb. 28 last was 646; of these 443 held current certificates of airworthiness. THE NEXT ZEPPELIN VOYAGE. The Graf Zeppelin is to start in May for Sevilla, whence she is to cross the South Atlantic by way of.the Canaries to Pernambuco and Rio de Janeiro. She is to stay three days at the mooring mast at Pernambuco-and to go thence to Habana, Cuba, and so to Lakehurst. She will return from America by way of Spain. The passenger fare for the round trip is $6,000. THE LONDON AEROPLANE CLUB RAFFLE. The winner of the D.H. Gipsy-Moth, Lieut. H. G. Craig, R.N., has very generously given the London Aeroplane Club the opportunity of acquiring the machine at a very sub- stantial reduction in price. This offer the Club has gladly accepted. AT HEADQUARTERS.—The Officers’ Mess (right) and the Hospital at the Military Air Station at Alverca.

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651 NOTABLE HERMES FLIGHTS Peer er The Aeroplane Ne 105/115 CIRRUS HERMES ENGINE. ENGLAND TO AUSTRALIA--HERMES DESOUTTER CABIN MONOPLANE. NEW YORK TO WINNIPEG— HERMES WIDGEON MONOPLANE. LIGHT PLANE TOUR OF EUROPE. 1929-FASTEST TIME—HERMES R.K.25 Oo “PRACTICALLY EVERY GREAT FLIGHT IN THE HISTORY OF LIGHT AEROPLANES HAS BEEN PERFORMED WITH AN ENGINE OF CIRRUS MAKE.” _—* Ruight,” March 28th, 1930. tv) CIRRUS AERO ENGINES, Ltd., — Regent House, — HOLBORN 4076 89, KINGSWAY, LONDON, W.C.2. Telegrams: OCIRRUSO, LONDON. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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652 A NEW AVIATION FIRM IN PORTUGAL. This information, read in conjunction with our leading article this week, is of interest :— On Mar. 11, 1930, there was registered, according to the law of the land, a new aviation undertaking known as the Companhia Portugueza de Aviacao (The Portuguese Avia- tion Company), with a registered capital of Esc.20,000,000 (roughly £200,000), divided into 20,000 shares of Esc.1,000 each, ie., 15,000 ordinary and 5,000 preference. These shares will be offered for sale in the Lisbon and Oporto Stock Exchanges, and preference will be given to Portuguese subjects. The following entities have undertaken to once shares as follows :— Sociedade Portuguese de Estudos e Linhas take up at Aereas Ltda. “a aA 1,400 Ayres Ferreira de Sousa .. 23 oh a 50 Artur Ribeiro Lopes - oh ne e 50 Celestino de Pais Ramos .. ae 2 os: 50 Diogo Joaquim de Matos a i ve - 50 Luis de Almeida Couceiro ie hed as 50 Luis Pereira .. as 54 we oe at 50 Jose Schmidt Rau .. sc ss 7 50 Manuel da Costa Vasques a 50 The Head Office of the Company will be: provisionally, Rua do Alecrim, 33, 2nd Floor, Lisbon. The Company was formed owing to the acceptance by the S.P.E.L.A. of the conditions imposed by the Government, one of which was that the Company should be Portuguese. This means that another big step has been taken towards getting Portuguese aviation into the hands of the French. The objects of the new Company are:— (1) The exploitation of public or private, regular or irregular, transport services by aircraft of persons, goods, animals and correspondence, not only within the limits of Portuguese territory, including the adjacent islands, but also between any point in this territory and foreign countries and eventually in foreign countries: as also the study, purchase and construction of aircraft and aircraft material. (2) Exploitation of aerodromes and all subsidiary services. (3) Exploitation of all subsidiary services, such as photo- graphy, map-making, publicity, etc. It is also permitted to carry out any financial operations which may be deemed necessary, directly or indirectly, to the attaining of its obiects. Alterations in capital are permitted, but while the con- cession lasts it may not be more than Esc.25,000.000 nor less than Esc.20,000,000. THE NEXT ATTEMPT. The Duchess of Bedford, Mr. C. D. Barnard and Mr. B. Little are nearly ready for their next big flight in The Spider, Her Grace’s Fokker F.VII (Bristol Jupiter). The scheme is to fly to the Cape in ten days and come back in nine. The quickest flight to the Cape so far was that of Lieut. P. Murdoch, S.A.A.F., who flew an Avro Avian (80 h.p. Cirrus II engine) to the Cape in fifteen days, from July 29 to Aug. 12, 1928. The previous big flight of the Duchess, which is now a classic, was her trip to India and back in eight days between Aug. 2 and Aug. 10, 1929. She was accompanied by Mr. Barnard and Mr. Little, in the same machine. MORE RECORDS TO BE BEATEN. On Feb. 12 Mr. W. G. Moore in an Inland Sport mono- plane (Warner Scarab engine) averaged 126.95 m.p.h. over a 100 km. course at Kansas City, and thus claims to have beaten the World’s record for two-seat light aircraft weigh- ing less than 880 lbs., at present held by Mr. Alan Butler in a Gipsy Moth at 119.839 m.p.h. Mr. Moore made a vrevicus attempt to break this record late last year when he made an average speed of 123.17 m.p.h., carrying the equivalent weight of a passenger as ballast. The second time he carried a real live passenger. On Feb. 18 Mr. Lee Schoenhair, flying a Lockheed Vega monoplane (Pratt and Whitney Wasp), at Jacksonville, Florida, averaged 185.452 and 171.228 m.v.h. over 100 kms. and 500 kms. respectively, carrying a useful load of 500 kgs. (1,100 lbs.). On Feb. 20 the same nilot on the same machine at the same place, averaged 175.997 and 168.114 m.p.h. over 100 kms. and 500 kms. respectively carrying 1,000 kgs. (2,200 lbs.) of useful load. Three of these performances beat the existing International Records at present held by Mr. Hubert Broad with the D.H. Hound. These are the speed of 158.656 m.p.h. over 500 kms. carrying 500 kgs. (1,100 lbs.), and the sveeds of 160.28 m.p.h. and 168.656 m.v.h. over 100 kms. and 500 kms. carrying 1,000 kgs. (2,200 lbs.) of useful load. The Aeroplane APRIL 9, 1930 A FESTIVE OCCASION. On April 1 a Caproni machine at the Ciampino aerodrome near Rome took off and aerobatted all over the aerodrome. Ultimately it crashed and then caught fire. Tne ambulances and fire brigade rushed to the wreck and could find no trace of a pilot. Various revorts state that the mechanic who was running up the engine accidentally opened the throttle and was unable to check the machine. On the other hand the aircraft may have had a look at the calendar and have decided to play a grim practical joke. ZANZIBAR. On Apr. 7 Mr. Campbell Black landed an aeroplane of Wilson Airways Ltd. on Zanzibar Island. This is alleged to be the first time the feat has been done. During the War 1914-18 a detachment of R.N.A.S. were operating in the neighbourhood. so aircraft, even if only on floats. have been seen from the Island before. On the other hand Wilson Airways Ltd. ana in particular Mr. Campbell Black have been doing an immense amount to develop aviation in Kenya and the neighbouring parts of Africa. So this is quite an event as demonstrating the fact that Zanzibar can be linked up by air with the main air routes on the African Continent. THE ADVANTAGE OF FLOATS On April 1 (absit omen) a Stinson monoplane (300 h.p. Wright Whirlwind) on floats left New York for Bermuda. The machine carried fuel for a voyage of nine or ten hours: Mr. William Alexander was the pilot, Mr. Lewis Yancey was the navigator, and Mr. Bouch, the owner of the machine, was the wireless operator. Mr. Yancey was the navigator of the Pathfinder, a Bellanca monoplane which flew: from Old Orchard, Maine, to Santander last year. At sunset the machine alighted on the sea, which was calm, some 60 miles to the north of the island. The crew broadcast a wireless message in which they stated they proposed to taxi to Bermuda in the morning. In spite of this the steamer Lady Somers, from Bermuda to Halifax, was instructed to look for the machine and finally found it. The crew reported all well and at daybreak on April 2 took-off for the last sixty miles. Shortage of fuel forced them to alight again. The machine was refuelled on the water from motor-boats and then took off once again for Bermuda, which was successfully reached. The distance was about 800 miles, so the flight was not remarkable as a long-distance effort. The Atlantic has been flown by a Fokker with floats, but Bermuda is a very small island in a very large sea. The total area of the islands is only about 20 square miles, so that careful navi- gation is required. The flight has demonstrated that trans-oceanic attempts should be made in seaworthy machines and also, as the recent forced landing of Mr. Smith and Lieut. Shiers has shown, that a radio transmitter should oe carried by the machine, which can be operated when the machine has alighted. IMPORTANT DATES. 12.—N.F.S. Meeting at Hull. 12.—Re-Union Dinner of No. 46 Squadron. April April April 16.—Boxing, R.A.F. Team Championships. April 17.—Spring Session at Cranwell ends. April 19.—Leicester Flying Meeting (Leicestershire Aero Club) (with R.A.F. support). April 20.—Zeebrugge (1918) Association Church Service. April 21, Easter Monday.—Meeting at Hanworth. April 22.—Re-Union Dinner of Zeebrugge (1918) Association. April 26.—N.F.S. Meeting at Leeds. April 26.—No. 45 Squadron Re-Union Dinner. May 5.—R.A.F. Staff College, Second Term begins. May 29.—Royal Tournament at Olympia opens. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Official opening of Bristol Municipal Aerodrome (with R.A.F. support). June 7.—N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.F. Garden Party at Manston. June 15.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Oompetition for the Gwynn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aere- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 3.—Indian Empire Garden Party at Hurlingham. July 5.—King’s Cup Air Race (Royal Aero Club—Heston Air Park). July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 7.-—-International Touring Competition. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at The Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris.

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APRIL 9, 1930. . The Aeroplane | 653 be i ‘3 be Ny Stele oy er - | Ast fo L a + = PS just over 4 years. seven | Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi- mately 11,296 hours. They have carried over 80,000 passengers; they have crossed the Channel approximately 4,200 times. The Argosies are the safest, best paying and most easily maintained air liners in existence. ae SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. Works and Aerodrome: Whitley, Coventry. | London: 10, Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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654 The Aeroplane APRIL 9, 1930 EES eR es es ens —_ World-Wide of Dominance ARMSTRONG ig AERO ENGINES is shown by the following list of countries where they are in use: AUSTRALIA uses Genet, Genet Major, Mongoose, Lynx, Jaguar. NEW ZEALAND uses Jaguar. CANADA uses Genet, Genet Major, Lynx, Mongoose, Jaguar. SOUTH AFRICA uses Genet, Genet Major, Lynx, Jaguar, INDIA uses Jaguar, Genet Major. EGYPT uses Jaguar, Genet Major. FRANCE uses Genet, Genet Major, Lynx. GERMANY uses Genet, Lynx, Jaguar. BELGIUM uses Lynx. SPAIN uses Lynx. HOLLAND suses Lynx, Jaguar. SWEDEN uses Mongoose, Lynx, Jaguar, Leopard. AMERICA uses Genet, Genet Major, Jaguar. ARGENTINE uses Mongoose. BRAZIL uses Lynx. CHILE uses Lynx. LATVIA uses Lynx, Jaguar. ESTHONIA uses Genet Major, Lynx. Mongoose, JAPAN uses Mongoose, Lynx, Jaguar, Leopard. DUTCH EAST INDIES uses Lynx. IRAQ uses Jaguar. MALTA uses Jaguar. DENMARK uses Lynx Jaguar. ITALY uses Lynx. RUSSIA uses Jaguar. POLAND uses Genet. GREECE uses Lynx, Jaguar. SWITZERLAND uses Lynx. ROUMANIA uses Jaguar. IRELAND uses Genet. SIAM uses Lynx. SINGAPORE uses Genet Major. ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND, and 10, Old Bond Street, Irondon, W.1. KNOWN AND FLOWN ALL OVER THE WORLD. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 9, 1930 THE ROYAL The London Gazette. Air Ministry, Avril 1. Royat AIR FORCE. GENERAL DuTles BRaNcH.—The following Plt. Offs. on probation are confirmed in rank:—G. S. King (Feb. 11); E. D. Bishop, A. F. C. Booth, R. C. A. Brooke-Beer, E. A. Cooke, C. S. Gill, F. R. W. Goad, L. E. Jarman, V. R. Moon, G. E. Mustard, G. N. Roberts, H. L. Smith, D. W. Smythe, T. H. Wilson (Feb. 22); G. F. Alexander, S. J. H. Carr, R. P. Cauthery, R. H. Cave Penney, H. M. B. Collins, C. E. Hartley, P. B. Lusk, C. S. Millar, H. B. Robertson (April 2). The following Plt. Offs. are promoted to the rank of Flg. Off.:— D. J. Hughes-Morgan (July 9, 1929); A. G. Adnams, B. A. Blythe, A. E. Louks (Mar. 14). Flg. Off. F. W. Wrench takes rank and precedence as if his appointment as Flg. Off. bore date Oct. 25, 1921. Reduction takes effect from Mar. 8, 1930; Group Capt. E. M. Murray, D.S.O., M.C., {s placed on the half-pay list, scale A, Mar. 1 to 28, inclusive. The following are placed on the retired list at their own request :— Wing Cdr. J. N. Fletcher, A.F.C. (Mar. 31); Flg. Off. F. T. Jacobs (April 1). The following are transferred to the Reserve, class A:—FLT. Lr.— H. J. Gearing (April 1). Fic. Orrs.—M. Brunton, F. W. Field, F. H. Hannaford, G. J. C. Mahony, V. C. Taylor (Mar. 31); P. G. Tweedie (April 1). Capt. B. W. Knowles, R.M., Fig. Off., R.A.F., relinquishes his temp. comn. on return to duty with the Royal Marines (Feb. 10); Capt. H. M. A. Day, A.M., R.M., Fit. Lt., R.A.F., relinquishes his temp. comn. on return to duty with the Royal Marines (Mar. 31); Lt. R. H. Langton, R.N., Fig. Off., R.A.F., relinaquishes his temp. comn. on retirement from the Royal Navy (Mar. 18). STORES BRANCH.—Wing Cdr. E. J. Sayer, M.C., is placed on the retired list (Mar. 27); Flt. Lt. J. G. Smithson is placed on the retired list at his own request (Mar. 31). RESERVE OF AIR FORCE OFFICERS. GENERAL DuTIES BRANCH.—The following are granted comns. in Class A.A. (ii) as Plt. Offs. on probation :—A. C. C. Seligman, A: J. C. Stuart (Mar. 17); C. E. G. Mumby (Mar. 18); O. P. E. Reed, P. R. Q. Henriques (Mar. 19); J. O. Hinks, A. J. Fedden (Mar. 20). G. J. W. Oddie is granted a comn. in Class B.B. as a Pit. Off. on probation (April 1); A. M. Carey is granted a comn. in the Special Reserve as a Plt. Off. on probation (Mar. 8); Fig. Off. on probation C. R. Robbins, M.C., D.F.C., is confirmed in rank (Mar. 20); Fig. Off. E. G. D. Stewart, M.C., is transferred from Class A to Class C (Mar. 5); Fig. Off. E. D. Cummings, D.F.C., is transferred from, Class O to Class A (Mar. 19). The notification in the Gazette dated Nov. 26, 1929, concerning Fig. Off. C. McL. Reid is cancelled. AUXILIARY AIR FORCE. GENERAL DvuTIES BRANCH.—No. 600 (CITY OF LONDON) (BOMBER) SQuUADRON.—The following to be Pit. Off.:—G. E. Villiers (Mar. 17). No. 605 (COUNTY oF WARWICK) (BOMBER) SQuaADRON.—The following to be Plt. Off.:—E. S. Lambert (Jan. 13). Fig. Off. J. A. Edwards resigns his comn. (Mar. 3). Appointments. Week ending Anril 7. GENERAL DuTIES BRANCH.—Group Captain H. L. Reilly, D.S.O., to R.A.F. Depot, Uxbridge; attending Senior Officers’ War Course at the R.N. War Collere, Greenwich. 17/3. The Aeroplane 655 AI FORCE. Wing Commanders J. S. T. Bradley, O.B.E., to Station H.Q., Northolt, to command, 17/3. G. H. Elliott-Smith, A.F.C., to Armoured Car Wing, ‘Iraq, to command, 22/2. Squadron Leaders D. E. Stodart. D.S.O., D.F.C., to H.Q.,, Command, 26/2. B. McEntegart, to C.F.S., Wittering, 24/3. Flight Lieutenants C. W. Busk, M.C., A.F.C., to Practice Camp, Sutton Bridge, 8/3. G. H. Vasse, to Practice Cam»n, North Coates Fitties, 8/3. W. Wynter-Morgan, M.O., to Practice Camp, Catfoss, 8/3. J. R. D. Goadsby, to Station H.Q@., Tangmere, 17/3. M. C. W. C. Flint, M.C., to No. 70 Sadn., ‘Iraq, 24/2. G. D. Middleton, to R.A.F. Base, Malta, 5/3. C. H. A. Stevens, to Air Ministry (D.O.S.D.), 17/3. Flying Officers P. J. H. Halahan, to No. 35 Sadn., Bircham Newton, 11/3. H. V. Crowder, to R.A.F. Depot, Uxbridge, 3/3. G.I. L. Saye, to No. 209 Sadn., Mount Batten, 17/3. M. G. R. Harris, to No. 58 Sqdn., Worthy Down, 17/3. F. P. Donovan, to No. 1 F.T.S., Nether- avon, 17/3. D. M. Rees, M.B.E., to Practice Camp, North Coates Fitties, 12/3. N. S. Allinson, to Practice Camp, North Coates Fitties, 8/3. D. J. R. Hylton, to Practice Camp, Catfoss, 8/3. D. M. Harrison, to Practice Camp, Catfoss, 22/2. C. H. R. Little, to Prac- tice Camp, Sutton Bridge, 8/3. Pilot Officers C. M. Rees, B. J. Hurren and C. R. Lousada, to No. 2 Sqdn., Manston, 4/3. D. H. F. Barnett, H. B. Collins and G. B. Keily, to No. 13 Sqdn., Netheravon, 4/3. H. L. Messiter and H. A. ‘Iraq Shotter, to No. 16 Sqdn., Old Sarum, 4/3. R. C. Dawkins, C. V. Ogden and J. S. D. Miles, to No. 26 Sqdn., Catterick, 4/3. G. J. Pawson, to No. 17 Sadn., Upavon, 4/3. A. J. Tunnard, to No. 23 Sadn., Kenley, 4/3. F. Lemon and E. A. H. Tanner, to No. 29 Sqdn., North Weald, 4/3. G. C. Holland, V. C. F. Streatfeild and J. D. Baker-Carr, to No. 32 Sadn., Kenley, 4/3. R. F. Fletcher, to No. 43 Sqdn., Tangmere, 4/3. D. R. C. B. de Sarigny, to No. 54 Sqdn., North Weald, 4/3. M. P. O’Reilly. to No. 111 Sadn., Hornchurch 4/3. MEDICAL BRANCH.—Squadron Leaders D. G. Boddie, to Air Ministry (D.M.S.), 19/3. W. E. Hodgins, to H.Q@., Coastal Area, 19/3. Flying Officer W. J. Cotter, to Station H.Q., Worthy Down,’ 12/3. Stores BRANCH.—Flight Lieutenant C. J. Polden, to No. 21 Group H.Q., West Drayton, 1/4. - H.R.H. the Prince of Wales. His Royal Highness the Prince of Wales, K.G., has arranged to fly from the Lotti District on the Uganda Border to Juba on the Upper Nile in a Service Fairey IT1.F of No. 47 (Bomber) Squadron, R.A.F. The pilot will be Fit. Lt. W. A. B. Bowen-Buscarlet. Fatal Accidents. The Air Ministry regrets to announce that as the result of an accident at Cranwell to a D.H.9a machine of the Royal Air Force College, Cranwell, on April 1, 1930, Flight Cadet William Henry Hodgkinson, the pilot and sole occupant of the aircraft, was killed. The Air Ministry regrets to announce that 335633 Sjt. John Martin died in hospital on Apr. 6, as the result of an accident at Farnborough to a Grebe machine of No. 23 (Fighter) Squadron, Kenley, on Mar. 17. (Fit. Lt. R. L. R. Atcherley, the pilot of the aircraft, was slightly injured in the same accident.) LAWFUL OCCASIONS.—A Fairey HI.D on floats (Napier Lion) on patrol from Malta. This type has been replaced in most Fleet Spotter Reconnaissance Flights by Fairey III.Fs.

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656 The Aeroplane APRIL 9, 1930 The Cost of Overseas Squadrons. _In the House of Commons on April 1, in reply to a ques- tion by Sir A. Knox, the Under-Secretary of State for Air said that the annual cost of Squadrons in Egypt and ‘Iraq varied considerably with their location, the type of air- craft with which they were equipped and the character and extent of the duties on which they were employed. Any very precise figure was impossible, but as a rough estimate based on the maintenance cost of squadrons equipped with a standard type of single-engine bombing aircraft, the annual cost might be stated as about £120,000 in ‘Iraq and £110,000 in Egypt. The Latest Aircraft Carrier. Extensive trials were made on Mar. 24 at Rothesay of the new aircraft-carrier, H.M.S. Glorious. She is said to have attained a speed of thirty-five knots. If this is correct she is, with the exception of destroyers, the fastest warship in the World, as the speed record for capital shins is held by H.M.S. Hood, which made 32.07 knots on her trials. The American’ aircraft-carrier, Lexington, is known to have steamed at 344 knots. [Among those who know, the Glorious is reputed to have gone to America and back, taking Mr. Balfour to Washington in 1918, in less than eight days.—c. c. c.] H.M.S. Glorious returned to Portsmouth on Mar. 30 on completion of her trials and will be at Devonport from April 9 to April 25. She will replace H.M.S. Courageous in the Mediterranean Fleet at the end of June. The Fleet Air Arm complement in H.M.S. Glorious wili consist of seven Flights, two of which, No. 406 (Fleet Fighter) Flight (Flycatchers), and No. 408. (Fleet Fighter) Flight (Flycatchers), have already embarked. The other Flights will be No. 405 (Fleet Fighter) Plight (Flycatchers) from H.M.S. Furious, No. 441 (Fleet Spotter Reconnaissance) Flight (Fairey III.Fs) from H.M.S. Argus, No. 447 (Fleet Spotter Reconnaissance) Flight (Fairey ITI.Fs) from H.M.S. Furious, No. 461 (Fleet Torpedo Bomber) (Darts) from H.M.S. Furious, and No. 462 (Fleet Torpedo Bomber) Flight (Ripons) from H.M.S. Furious. The Schneider Trophy. In the House of Commons on April 2, in reply to Capt. Balfour, the Under-Secretary of State for Air said that his statement on the Air Estimates in regard to the Schneider Trophy had been intended to apply to the pro- posal that the Air Ministry should undertake the con- struction and loan of new machines, expenditure on which was not considered justifiable in the present circumstances. ‘When the current programme of experimental high- speed flying was completed, the Secretary of State for Air would be prepared to consider sympathetically any pro- posals which might be put forward for lending the machines which were already in existence, provided that the cost of any necessary modifications to them was borne by private enterprise, in accordance with the declared policy of His Majesty’s Government. The R.A.F. and Speed Records. In the House of Commons on April 2, in reply to a question by Mr. Mander, the Under-Secretary of State for Air said that no further attempts on the World speed record were at present contemplated and that the high- speed aircraft in the R.A.F. were being used for research purposes. Permanent and Medium Service Commissions. The following short-service officers of the General Duties Branch have been selected for permanent commissions (subject to physical fitness) :— . Flight Lieutenants :—J. N. D. Anderson (Lt., R.A., R.A.R.O.), A. W. Bates, I. E. Brodie, F. P. Smythies, G. C. Stemp (Lt., The Buffs, R.A.R.O.). The following short-service officers of the General Duties Branch have been selected for Medium Service Commis- sions (subject to physical fitness). The dates against the names of these officers are those on which they enter into medium service :— Flight Lieutenants:—H. R.. B. Howell, F. G. Jennings, H. E. E. Weblin (Avril 3, 1930). Flying Officers:—P. E. Berryman (July 7, 1930), J. S. Blomfield (Mar. 14, 1930), E. J. George (July 18, 1930), F. W. H. Hall (July 18, 1930), R. E. Hall (Sept. 28, 1930), D. J. Harrison (Sept. 30, 1930), A. J. L. Hughes (July 13, 1930), D. S. E. Vines (Mar. 14, 1930). George Again. George, the R.A.F. Robot Pilot, officially known as the Pilot’s Assister, is in the limelight again. George originally Sprang into fame as the result of a casual reference to his activities in THE AEROPLANE of November 13, 1929. Shortly after this the Air Ministry issued a statement about the Pilot’s Assister, a form of automatic gyroscopic control for aircraft which had been successfully tested on several types of Service aircraft. There is no foundation for the statement which appeared last week in several morning newspapers. that a Squadron of the R.A.F. had flown 400 miles in formation with each machine automatically controlled. The original Air Ministry statement referred to one trip of 400 miles made by one machine controlled by the Pilot’s Assister. The re- cent newspaper excitement is therefore partly untrue and partly news which is six months old. The R.A.F. and the Flying Clubs. In the House of Common on April 2, in reply to Mr. Mander, the Under-Secretary of State for Air said that the light aeroplane clubs already served a very useful purpose in training possible candidates for entry into the Reserve of Air Force Officers and the Auxiliary Air Force. The standard of knowledge demanded of regular officers of the POST-TRAFALGAR.—A worthy veteran of not-so-very-recent type, still used by the Fleet Air Arm, flying over the Mediterranean. (A Fairey IL1.D.—Napier Lion.)

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APRIL 9, 1930 ON FOUR CONTINENTS THE “ BRISTOL” BULLDOG IS IN SERVICE TO-DAY. Designed and Manafaetured by THE BRISTOL AEROPLANE CO.,L1D., FILTON + ~~ - -BM@- - = BRISTO. Phone :$3906 Brisio!. ‘Grams : “Aviation. Bristo!.” The Aeroplane 657 i 1 fl ' H ESTHONIA ADOPTS THE = 98 BULLDOG. The Esthonian Government have placed an order with the Bristol Aeroplane Co., Ltd., for the supply of “‘Bristol’” Bulldog single-seater fighters. The order was obtained in the face of keen competition from manufac- turers all over Europe, but Esthonia, following the example of Great Britain, Latvia, Australia and other countries in which Bulldogs are in service, decided in favour of the Bulldog. - This choice was dictated not only by reason of the outstanding performanceof the Bulldop, but also because of the ex-ellence of its design and all-steel construction, its great strength, and its ease of maintenance and upkeep. ES ! UI a a a ee ee SS KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. AE SE aT TTT I aT a a a ea ne a rr ey eee ee

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658 The Aeroplane APRIL 9, 1930 R.A.F. was. however, much higher than that which the clubs could reasonably hope to attain. In order to train up to that standard, which included much more than the ability to fly. the clubs would need to provide themselves With aircraft of varying types and other equipment on the same scale as the flving training schools of the R.A-F., and would require a staff of svecialised instructors in tactics, armament, and the other technical subjects studied in the Service. [Incredible though it may seem. there are quite a number of officials and members of flying clubs who think and preach that Service training could be done at flying clubs. Perhaps Mr. Montague’s reply will serve to disillusion them.—Eb. ] An Admiralty Appointment. Captain Charles E. Turle. D.S.O.. R.N., was appointed Director of the Naval Air Division. Admiralty, on Avril 5. 1930, in succession to Captain I. W. Gibson. O.B.E., M.V.O.. Captain Turle has just completed the Senior Officers’ War course. Team Championship Boxing. An excellent programme was staged at Henlow on April 1 when Henlow met Manston in the Final of the R.A.F. Team Championships. Henlow won by 18 points to 12. Sir Percy Cox, Air Marshal Sir Edward Ellington. Air Vice-Marshal A. E. Borton. and Group Capt. A V. Betting- ton occupied seats at the ringside. Officers’ Heavy-weight.—Flt. Lt. G. R. Beamish Off. Iremonger tManston). Officers’ Middle-weight.—Flg. Off. D. Om. Humphries ‘Manston). McLean was easily superior from the outset. In the second round Humphries went to the boards three times, and the referee stopped the fight in McLean's favour. Officers’ Light-weight.—Flig. Off. V. Matviell «tHenlow) outpointed Fig. Om Wicks (Manston). Airmen’s Bantam-weight.—AC. H. Johnson (Manston) beat L-AC. Williamson (Henlow) on points. Williamson scored to the body in spells of in-fighting during the second round, but Johnson landed heavily with right and left swings to the head during the final round and covered well from Williamson's straight lefts. Airmen’s Feather-weight.—Sjt. Davison tManston) outpointed AC. Cameron (Henlow). Davison exhibited a useful left lead and was easily the more experienced fighter. Cameron did extremely well to last the three rounds. Alrmen’s Light-weight.—AC. Lloyd (Henlow) beat AC. Smethurst (Manston) on points. In the second round Lloyd floored his opponent with a left to the point. and again in the final round with a left swing to the mark, winning comfortably on points. Atrmen’s Welter-weight.—Sjt. Harper (Henlow) outpointed L-AC. Garrett (Manston). : (Henlow) w.o. Fig. McLean tHenlow) beat F!z. Airmen’s Middle-weight.—Cpl. Woods (Henlow) beat AC. Nee (Man- ston) on points. Airmen’s Light-Heavy-weight.—L-AC. Miller tHenlow) beat L-AC. Harrison (Manston) on points. In the second round Harrison landed heavily with rights to the head, but could not Keep out Miller, who scored freely. Airnien’s Heavy-weight.—AC. Watts (Henlow) outpointed L-AC. Dean (Manston). Watts held a decided advantage throughout the three rounds, maintaining an excellent guard and scoring with lightning lefts. Dean did extremely well to avoid a knock-out. The Cup and Shields were presented by Sir Percy Cox (late High Commissioner for ‘Iraq). who said: “It is a very great honour and privilege to be here to-night. This is the third occasion you have been good enough to invite me to meetings of your Boxing Association, and it is an un- alloyed pleasure. I was formerly very much associated with the R.A.F. and my coming here not only gives me an oppor- tunity of seeing an excellent and clean disp:ay of Boxing. but also of seeing old friends in the Air Force I have not seen for some time. The honour is on my side and it is with very great pleasure I present the prizes to-night.’-—c. H. H. The R.A.F. Swimming Association. Units affiliated to the R.A.F. Swimming Association are reminded that their annual subscriptions should be paid before Mav 1, 1930. The result of the Swimming Certificate Competition for the season 1929 is as follows :— R.A.F. Base, Calafrana (strength during perlod May to September 1929—-288): Certificates issued including requalification—274, Per- centage obtained—95.1. No. 8 Squadron. Aden (strength during period May to September 1929—158): Certificates issued including requalification—136, Per- centage obtained—-86.2. Headquarters. R.A.F.. Aden (strength during veriod May _ to September. 1929-43): Certificates issued including requalification—34. Percentage obtained—79.0. The R.A.F. Lawn Tennis Association The annual general meeting of ithe R.A.F. Lawn Tennis Association will be held at the Air Ministrv, Room 374, on May 2, 1930, at 15.00 hours. In order to ensure general attendance at the meeting Commanding Officers are particularly requested to appoint one representative from each station to attend, for whom travelling expenses will be admissible. Officials and a championship committee will be elected and the date and venue of the championship meeting of 1930 will be cdhsidered. . ae: ak No. 55 Squadron Re-Union Dinner. The Twelfth Annual Re-Union Dinner of No. 55 Squadron. R.-.c. and R.A.F.. was held at the Park Lane Hotel on April 5. It was attended by the following former officers and by four Guests :— Group Capt. J. E. A. Baidwin, D.S.O., O.B-E.. Squadron Leaders W. B. Farringion. D.S.O.. G. W. B. Grigson, D.S.O., D.F.C.. C.. A. Stevens, 2£C.. Flight Lieutenants A. Silvester. G. W. Hayes. H. S. Walmsley. Flying Omcer C. B. Feasey, Messrs. J. S. Bradley. S. B. Colhtett. W. HH. M. Groom. R. Hood, A. Lindley. J. A. D. Wallis. C. H. Sands. and L. B. Goodyer (tHon. Sec.). Telegrams were received from two former Observers now in Vancouver and from Wing Commander A. Gray now in Simla. A telegram was also received from No. 55 Squadron now stationed at Hinaidi. ‘Iraq, and comman :ed by Sq. Ldr. J. W: Woodhouse. The Women’s Royal Air Force Re-Union. The Seventh Annual Re-Union Dinner of the Women's Roval Air Force Old Comrades’ Association was held at the Comedy Restaurant. Panton Street. W.1, on April 5. Dame Helen Gwynne-Vaughan, D.B.E.. President of the Association and formerly Commandant of the W.R.A.F., was in the Chair. The Guests of Honour included Air Marshal Sir Edward Ellington, Air Officer Commanding-in- Chief, Air Defence of Great Britain; Group Captain L. W. B. Rees. V.C.: Major Cohen, M.P., Hon. Treasurer of the British “Legion; Sq. Ldr. A. H. Wann; Miss Cruick- shank. C.B.E., Matron-in-Chief, Princess Mary’s R.A.F. Nursing Service: and Representatives of the R.A.F. Memorial Fund and of the Old Comrades’ Association of Q.M.A.A.C. and the W.R.N:S. About 120 former members of the W.R.A.F. were present. After the toast of the King had been honoured, Mrs. Powett pro- posed ** The Guests.’ After quoting the ancient proverb, ** Let thy speech be better than silence or be silent,’’ she said how honoured the company was to have such distinguished Guests. She described. in a few words, the deeds for which Group Capt. Rees was awarded the Victoria Cross. She then welcomed each of the other Guests in turn and her remarks were greeted with rounds of applause, which one hoves to a small extent compensated those of the men guests who found themselves facing such fearful odds. Replying for the Guests. Group Capt. Rees said that since the end of the War the Royal Air Force had had to work so much harder that they had not had so many opportunities of meeting their friends. Ir was very zood to be with so many friends who had worked with them, Wing-tip to wing-tip during the War. It was a new experience tor the men present to have their health drunk by the ladies. As a rule the tyre was on the other wheel. If this was a revolution, long might it go on. When the Royal Air Force had come home after the War it had been a great relief to Commanding Officers to find the W.R.A.F. there. willing and able to do the work. He personally had found that the men and women of the R.A.F. were cast in much the same mould, except that some men were mouldier than others. Marching was still considered one of the outward and visible signs of drill and discipline in the Service and everybody had always been impressed by the marching of the W.R.A.F. Making a speech in the present company made him feel rather like Lady Godiva on her ride from Coventry—thank goodness he was getting near his close. He thanked the company for the way in which they had received the toast of the Guests. DiMe HELEN GWYNNE-VAUGHAN, proposing ‘*‘ The Royal Air Force,"’ coupled with the name of Air Marshal Sir Edward Ellington. began by reading out the telegrams and messages she had received from Old Comrades all over the World who were unable to be present. She went on to say that certain former members of the Force had written to her in doubt about joining the Old Comrades’ Association because they were members of the League of Nations. She asked those present, if they met anyone with this unhappy point of view. to tell them that the O.C.A. was not an organisation for the promotion of War. The last thing the W.R.A.F.’s wanted was War, but there were worse things than War. Nobody wanted to die, but there were worse things than death. A country that had not got the power for defence was asking for War. She was proud to say. in the presence of the Air Officer Command- ing-in-Chief, Air Defence of Great Britain, that the Air was the best defence against War. The Air Force had saved a great deal of life. She spoke of recent air operations in the Sudan, on the Southern borders of ‘Iraq and in the Aden Protectorate. She added that it was pleasant to hear of the progress of the R.A.F. in recent years and the W.R.A.F. learned with special pride of the success of the airships, R.100 and R.101.. They only regretted that the days were past when they took part in starting an airship on its career. She said that Captain Ellington, as he was then, had been Secre- tary of the Air Committee of the War Office in 1912 and so had been in af the beginning of those great events which had had such a far- reaching effect on the affairs of the country. Since the War Sir Edward Ellington had been in command of the R.A.F. in the Middle East. in India. and of the British Forces in ‘Iraq. AtR MARSHAL Str Epwarb ELLINGTON, replying for the Royal Air Force. said that when the W.R.A.F. had left them all had been con- fusion, but they had settled down. Lord Trenchard had cast about for some employment for them .and had found it in many places. in- cluding ‘Iraq and on the North-West Frontier of India. Now the R.A.F. were the first to whom Political Officers turned when in trouble, Those present would have heard people speak of the cruelty

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ApriL 9, 1930 . The Aero plane 659 MAILS ceateaegerecin covered in 6 MONTHS with 100% RE LIABILITY A magnificent demon- . Sakon of Gipsy Moth Service BMAJOR.A. \ MILLER D.S.0. ae A cannot “speak foo SE eg ‘enthusi sia stically of oe seem the splendid service Mail carrying is one of the many important obtained: from our 5 commissions with which the Moth is en- : ; ; trusted, and once again it proves its utter Gipsy Mot hs dependability. Major Miller 1s Chatrman and Managing Director of Union Air- ways Litd., who operate es Gipsy Moths on a mail service covering nearly 1,500 mttys. not.a letter late... not a letter lost IPSY MOTH THE DE HAVILLAND AIRCRAFT CO., LTD., STAG LANE AERODROME, EDGWARE, MIDDLESEX | - 2 © Associated -Lompuni.s ta Canada, Australia and India. Licensees, Se'lin: and Service Agents throughout te Wor a a ry * ; z we . “f ; aLve. my ee te a ae | - -KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS:

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660 The Aeroplane ApriL 8, 1930 of bombing women and children, but he could assure them that warnings were always issued in time for all to be sent to safety. On the North-West Frontier of India the tribesmen had not much sense of humour, but they knew the value of money. Looting and oarrying-off people for ransom was a time-honoured custom among them. In such cases the R.A.F. would be called in and life would be made very uncomfortable for the tribesmen. Here the RAF. found some unexpected allies. The tribesmen lived in caves and fleas became very active in caves. After being driven into the caves by the R.A.F. they would be driven out again by the fleas and the result was immediate surrender. Humanity ought to begin at home and in three years there had been only six casualties among the R.A.F. in operations and these nad mostly been due to weather conditions. Sir Edward Ellington then proposed the health of the W.R.A.F. Old Comrades’ Association. Replying for the Association, Miss STEVENS said that W.R.A.F.’s nad many happy memories to look back on and always felt they had a small share in the achievements of the R.A.F. The O.C.A. was still going strong after eleven years and was a part of the lives of all its members. They could always be certain of friends in trouble or in fortune. Mrs. DuRANT, proposing the health of the President, said that she had been living in Canada for ten years, but that she had always planned to come back to London for one of these re-unions. With Pleasure and pride she proposed the toast. Replying to the toast, which was received with musical honours. BaMeE HE EN said that anything she had done had been because of the wonderful backing she had received. She always felt that the whole W.R.A.F. had a share in the sash she was wearing (the insignia of & Dame of the British Empire). Referring to the more important work of the O.C.A., that of the Benevolent Fund to help those in trouble. she said that if this work was to go on, every effort must be made to get new members for the O.C.A., the size of which was not pro- portionate to the 32,000 who had served with the W.R.A.F.—c. M. MCa. “Flat Out” at Halton. Four performances of “ Flat Out,” an original, topical, and technical comic opera by A. C. Kermode and R. H. Cort, were given by the Halton Debating Society at Halton on Mar. 31, Apr. 2, 3 and 5. The play was produced by Mr. Kermode, who also wrote the words of most of the songs. and played entirely by Aircraft Apprentices. With the exception of one song all the music (some 25 original songs) was composed, arranged and orchestrated by Mr. R. H. Cort, a resident of Wendover, to whose interest in the R.A.F., Halton already owes so muck. Many of the songs, both words and music, were far above the average professional efforts and the spirit with which they were sung would have done credit to a chorus with many years of train- ing instead of the few weeks in their spare time which these Apprentices have had. Whether a very decided talent for acting shown by some of the members of the cast will be of benefit to them in the course of their careers in the R.A.F. seems to be a de- batable point, but there is not the slightest doubt that the energy, skill and thoroughness with which all played their parts, turned out a show which as an example of hard- working co-onverative entertainment. is of immense value to the whole Service. It is impossible here to refer to all those who took part in this ambitious production, but one would like to make a special reference to the orchestra, which was very good in- deed.—c. M. MCA. NIGHT-FLYING WITHOUT LIGHTS. The Air Ministry has issued a notification that R.A.F. aircraft will be flying over two areas at night. These machines will not exhibit navigation lights above 3,000 feet unless other aircraft are observed to be about. ' The first area is bounded by straight lines which join Bishop’s Stortford, Chatham, Cranbrook, Godalming, Farnborough, Windsor and Bishop’s Stortford. Aircraft will fly over this area between 19.00 hrs. and 22.00 hrs. from April 1 to Sent. 1. The ‘second area is bounded by straight lines which join Reading, Egham, Guildford, Alton and Reading, and air- craft will fly over it between 21.00 hrs. and 24.00 hrs. from April 1 to May 31. THE BLIND LEADING THE BLIND. [The World’s Aeroplanes and Airships. G. Gibbard Jack- son. XII+244 pp. Many LTlustrations. Sampson Low. Marston and Co. Ltd. 6s.] During the last twenty years the present reviewer has read most of the books which have been written on aero- mautics and published in the English language. This being so, he has no hesitation in telling Mr. Gibbard Jackson that he has written one of the worst books on the subject which the reviewer has ever read. The book is like a Lucky Dip,— whenever you turn over a page you are fairly certain to find a real howler, thus,— During the war the balloon took on a new lease of life, and its great utility was clearly demonstrated. Usually the globular form was discarded, and an envelope of sausage shape was used. The **blimps,’® as the strange craft came to be called, were used both over land and over sea ....On sighting an advancing squadron of aeroplanes the ‘’ blimps” signalled to be pulled down out of sight: too often the signal was given too late, and the sausage-like bag received fatal injuries. —_ We have yet to learn that envelopes have life, but this 1s even richer :— Sometimes the ‘‘ bliump*’’ had the enemy all to itself. and usually the fight was an unequal one since the craft in the air was not nearly so well armed as the one in the sea. Often, indeed, it had no gun, and only the larger ‘‘ blimps’’ were able to make an effective reply to a submarine’s guns. As a rule the big ‘‘blimps’’ had motive- power, and ceased to be classed as ballons for this reason, becoming, in fact, miniature airships. The airship programme of the Royal Navy had many critics during the War, but surely it never deserved as much as this. Mr. Barber’s highly original aeronautical work 1s described thus :— There was the Valkyrie, a strange looking machine, with a double- bladed propeller. the latter placed behind, instead ef in front of the pilot. : whatever that may mean. And all poor Coy gets is that oe aise the biplane which took his name, and which he was to lose his life in perfecting. The author states that it was Curtiss who was the first man to fly off the deck of a ship, whereas any work of refer- ence would have told him that it was the late Eugene Ely. The author’s chapter on “ Aircraft of Great Britain” will cause amusement amongst the various firms in this country (that is, if they ever waste time on reading it), but perhaps its value can be best judged by the statement that of all the products of the Fairey Aviation Company “the most popu- lar” is the Flycatcher—and this in a book published in 1930! No further time will be devoted to this book, except to state that it is a menace to the ignorant, and an irrita- tion to the initiated.—c. L. S.-G. QUI ANTE DIEM PEROT. The seventh anniversary of the legal constitution of the Italian Royal Air Force was celebrated in Rome on Mar. 28. Signor Mussolini conferred a number of decorations during the day. The Medal for Valour was awarded to the widow of Cap- tain Motta, who was killed practising for the Schneider Trophy Contest. The father of Warrant Officer Dal Molin received a similar decoration. The latter was second in the Schneider Trophy 1929, and was killed recently while prac- tising in a high-speed machine. . OPINIONS WORTH HAVING AERONAUTICAL LAW. Post free, £2 3s, It represents the most complete exposition of the subject yet produced and one which Lawyers, Airport owners end aircraft operators alike would do well to digest."—Mr. Alan Goodfellow in ‘THE AEROPLANE, Of March 12, 1930. AIRCRAFT INSTRUMENTS, By C. J. Stewart, O.B.E., F.R.Ae.S., M.I.M.E. Post free, £1] 2s, “The general arrangement «f this book is well conceived and the subject matter ranges through instr: ments for measuring height, rate of climb, air speed, encine revolutions, fuel flow, pressures, an temreratures, to compasses. navigsting instru- wents and calibrati: g cevices. finishing with a description of the oxyren appa‘ atus used at high a'titudes, and a chapter on the aute matic control of aircraft The trea’ment s accurate a'd comprehensive.’'— Pr fessor O. S. Sinn tt, M.C., D.Sc., A.F.R.Ae.S., in Tm AEROPLANE, of March 12, 1930. ABOVE AND BEYOND PALESTINE, By C. E. Hughes. Post free, 11s, ‘““The book is at its bet, paradoxically, when nct dealing with operations, but when describing the terrain and the peorles with wh ch the author came into contact, and certainly he has succeeded in br'nging back to the reviewer on a wet January pfterncon scmething of the gleomcur of the plac s in wh'ch thev both have jovyrneyed. In this cornection the b ok is enriched by numbers of pe-and-ink drawings v hich the author made at the t me.’"—Vr_ C.F. Snowden Gamble in TRE AEROPLANE of January 15, 1930. By W. Jefferson Davies. —ono--—- These books and all other modern aeronautical books may be had from THE AEROPLANE BOOK DEPT., Cannon House, Pilgrim Street, E.C.4.

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APRIL 9,. .1930 The Aeroplane rs (reeeepayyyyan \Ve ; ce : “ . £ « We & ’ , ' € ’ ‘ cl . . i ' . . , ‘. : z ’ 4 bh , cae \ uw 3 { - a. ; ‘ . : ’ 7 i. : } ‘ C ee ’ / : a) 3 yh j Py t ‘ = Aad ‘ > fF j ' ‘ y W. Ie zc) vel S| or r when landmarks are ; T al ei pe ra) : ,. i S TEE 60 | 30 | aa obscured, you, can always rely PIONEER INSTRUMENT: COMPANY), on the BROOKLYN: NEW yor ee uns ‘ #e '} ERE Pioneer Magnetic Compass : Pioneer Compasses have been the accepted American standard Pioneer Magnetic Compass Actual Size for the past ten years. The model illustrated is the result of years of development in the laboratory and in the air. Depth—face to rear— 31/" without electric light New features are: the round dial type of mounting, making 43" with electric light : the compass uniform in appearance with the new standard size Weight complete, 2 pounds Pioneer Instruments; an improved resilient mount which effec- tively insulates the Compass against engine vibration; a con- i cealed internal electric illumination system; and the Titterington Since its organization on March 1, 1919, the Pioneer Instrument Micrometer Compensator which permits compensation to be Company has devoted itselfexclu- sively to the design, development | and manufacture of aircraft instru- ments and equipment. made with a few turns of a screw driver. a Ask us to send literature illustrating and describing the —DP |— latest developments in modern Aircraft Instruments. Our line covers all your requirements. PIONEER INSTRUMENT COMPANY 154 LEXINGTON AVE. BROOKLYN NEW YORK | 639 SO. SAN FZDRO, LOS ANGELES — 16 SPEAR ST., SAN FRANCISCO, 97 BOULEVARD ST. MICHEL, PLR» STERNPLATZ 13, JOHANNISTHAL, BERLIN ° - 43 JARVIS ST., TORONTO . Generai Europesn Representative ‘ * ° M. CALOERARA * : Tt BIS RLT MONTAIGNE . - PARIS - - FRANO- KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS, ’

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The Aeroplane APRIL 9, 1220 i ADVANTAGES OF THE l ROLLS: -ROYCE Ie > AND ‘H’ ENGINES IP (C)—Crank Case : : The Rolls-Royce design, whilst providing a rigidity equal * ‘ to that of an unsplit crankcase, avoids the difficulties en/ i | countered in the fitting of the crankshaft to the main | bearings in the latter form of construction. one % *° x * ¥ € : KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 9, 1920 The Aeroplane 663 EARLY BIRDS The Berks, Bucks and Oxon Aero Club led off the “amateur” season on Saturday, April 5, with their opening pageant and general flying social afternoon at Woodley, near Reading. They nearly paid the penalty of rashness in having a day of much too seasonable weather, but the forture that favours the brave brought them a raw and cold, but perfectly flyable, afternoon and a really good crowd of over 4,000. Thirty machines turned up, including a good representation of private owners, and enough diver- sity of types for an interesting foretaste of what the 1930 season will be. This is the first of a series of ‘“ Pageants” arranged by National Flying Services, and actually marks the first public operation of the Berks, Bucks and Oxon Aero Club, which had existed for some time in the chrysalis, or non-flying, stage, and only started active work within the last, six months or So. . At 14.15 hrs. Colonel Sir Leslie Wilson, late Governor of Bombay, fired a white Verey light and declared the club- house open. Air Vice-Marshal Sir Sefton Brancker, Direc- tor of Civil Aviation, Capt. the Right Hon. F. E. Guest and Miss Diana Guest, were among the spectators. The programme was confined strictly to flying, plain and fancy, which was very sensible of the organisers so early in the season, before the pursuit of novelty forces commit- tees into providing spectacles that have nothing to do with flying, its improvement or popularity. The private owners’ race was over a course of 30 miles, and Miss Winifred Spooner won it handsomely in a Gipsy- Moth in 18 mins. 37 secs., or an average speed of 106} m.p.h., thus leading Fig. Off. M. Bainbridge, on a similar machine, by 11 secs. Mr. A. Jackaman flew his Gipsy-Moth into third place 14 secs. later. The same course was flown by members of the Club, and Mr. H. H. Leach won this race very handily in the Hermes- THE LIGHT | AND THE FLYING CLUBS. AEROPLANE AT WOODLEY. Avian owned by Mr. H. Player. 13 secs., which is about 113 m.p.h. Miss Spooner judged the efficiency competition for begin- ners. The test consisted of three figures of eight and a landing to the mark from 500 ft. with engine throttled back. The performance was quite creditable in view of the gusty wind. The placings were respectively: Mr. Murray Brown, first; Mr. M. D. Scott, second, and Mr. Field Richards, third. In. the absence of the R.A.F. fighter squadron, which the Club hoped would be the star aerobatic turn; Flt. Lt. H. M. Schofield, of N.F.S., put up a really first-class individual display on a Cirrus-Moth, and the N.F:S. “ Circus,” consist- ing of Flt. Lts. Schofield, J. B. Wilson and I. W. C. McKenzie, provided a formation display, also on Cirrus-Moths. The close loops, etc., of this trio promise great things by the time the series of N.F.S. pageants is well under way, as their partnership in this line is said to be quite recent. The Autogiro, flown by Mr. Rawson, was an. object of intense interest and varied comment by the large number of people who had not previously seen one in action. In fact, ringside remarks at any flying meet drive home the point, which is too often overlooked, that what seems like annual and wearisome repetition of events is fresh and thrilling novelty to an unexpected proportion of the public. The very presence of 4,000 people, and a car-park full to overflowing, on a raw, damp day merely emphasises this. The parachute descent by Mr. John Tranum was left out owing to the absence on the Continent of the principal performer, but Flg. Off. Tanner created a diversion when he joined the fly-past in his D.H.53 wearing a fireman’s helmet. “Leon,” the Giant-Moth of N.F.S., was highly popular with joy-riders throughout the day, and Fit. Lt. Styran took up 320 passengers in forty flights. One of the interesting features of the show was the presence of the Cirrus-Klemm. Mr. Rogers, test-pilot for His time was 18 mins. YOUNG WOODLEY.—tThe visiting and competing aircraft at the first of a series of N.F.S. pageants held on April 5 at Woodley Aerodrome, Reading, by the Berks, Bucks and Oxon Flying Club.

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664 The Aeroplane APRIL 9, 1930 SHELL OUT.—The Autogiro, the N.E.S. Circus formation of Cirrus-Moths and a Desoutter cabin monoplane at the Reading Air Meeting. In the background is the Phillips and Powis shed with words of good advice _ on the roof from the universal providers. S. T. Lea Ltd., British agents for the Klemm monoplane, put it through its paces amid the curiosity of those who have admired the performance of this monoplane with 20 and 40 h.p. engines. The fitting of the Cirrus engine brings it into the class of what current and popular prejudice con- Siders the practical light aircraft. In other words, the Cirrus gives it a cruising speed less subject to head- winds, apparently without affecting its distinct merits in other directions. Let us hope that all designers, and im- provers, will take the opportunity of adding so decidedly to the interest of flying meetings as to “show their flag” at aS Many as possible, and reap the benefit of public interest in consequence. : A TIMELY COMMENT. ° As aptly noted by Major Oliver Stewart, Aeronautical Correspondent of The Morning Post, this is the proper time of year to begin eliminating the dangers of flying meetings. Already the period is gone. when the skies were wide open for the careless, the clumsy and the plain foolish. At flying meetings especially, when a goodly proportion of beginners dispute the landing space with pilots of experi- ence, the crowded state of the local air is going to be a very real danger unless traffic rules are kept and precautions Stringently enforced. The organisation at Woodley was sound enough if more adequate enforcement had been pos- Sible. As it was, the attendance of machines as well as . across a bar-lounge. spectators was much larger than the weather led the Com- mittee to expect, and there were several moments when a mishap seemed to be averted only by inches and good luck. A traffic officer on the field, with flags to signal landings and take-offs, will be a necessity if 1930 fulfils its promise of being a big year for flying meets. Collision is undoubtedly the greatest single danger in flying as it is done to-day, and where many pilots of all calibres are gathered together the danger becomes serious. One accident undoes all the benefits achieved by half a qagozen successful meetings, and now is the time to postpone indefinitely the first mishap due to disregard of simple precautions.—Fr. D. B. THE LIVERPOOL AND DISTRICT CLUB. On Saturday, April 5, the Liverpool and District Aero Club were “at: home” on the occasion of the opening of their new Club-house. The proceedings were timed to begin at 14.00 hours with an arrival competition for visiting aircraft. This was won by Mr. Norman Blackburn, who arrived 20 seconds ahead of time. In all there were nine visiting aercplanes, which, considering the day and the other pageants, was a good turn out. The Club-house—built in the form of an open-sided square—faces the landing-ground. Aeroplanes can taxi up to the front, and adjoining it is the new filling station. A paved forecourt offers a pleasant and sheltered open air tea space in summer, and leads to an open-fronted verandah A door at either end of the verandah gives into the tea-room at one side, and on the other to the secretary’s office and reading-room, so that these may be reached without entering the bar lounge. THE NEW HOME.—The new Club-house of the Liverpool and District Aero Club at Hooton,Aerodrome with one of the Club’s Avro Avians standing in front.

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APRIL 9, 1930 The. Aeroplane 665 | ** Well, are you impressed ? ” “ Rather, Jimmy, I think it’s simply marvellous! It’s just like sitting in the car, isn’t it. Wonderful idea of Blackburn’s.”’ < Well, they ought to know what’s what in aircraft. They’ve been at it for twenty years or more. Do you know, this Bluebird is the only English plane with side-by-side seating ?”’ 3 “°Ts that really so, Jimmy? I can’t imagine anyone wanting separate cockpits, and telephones and so on, after this.” <¢ Oh it’s a wonderful job in every way, the Blackburn Bluebird. En- tirely metal construction, self starter —yjust like a car, as you say.” “Yes, where are we now? Let’s have a look at the map.” : ag This machine 1s the outcome of 21 years | we | ee manufacturing experience .... Price £795 : ED ioe BLACKBURN BLUEBIRD | Sole World Distributors :. | AUTO-AUCTIONS | | AUTO-AUCTIONS LIMITED, Burlington Gardens, opposite Burlington Arcade, Bond Street, W.1. Telephone: Victoria 8761 ' Aerodrome at Heston. Agency territories available. ‘ ‘ , 3 - : . * : 4 . . , KINDLY MENTION “THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS. :

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666 The Aeroplane APRIL 9, 1930 The kitchen and canteen occupy the small building hitherto used as a club-house and are connected to the new building by a short passage. Commodious cloakrooms for Jadies and men are provided with a plentiful supply of hot and cold water. The bar lounge, 30x 15, is a cheery room. The formal opening was performed by Lady Bailey, who— mirabile dictu—arrived by car, thereby Severely handicap- ping herself, but at the same time creating a new record. Colonel) Jerrett. the chairman of the Club, explained the extremely satisfactory reasons leading up to the building of the clab-house, and thanked the staff, whose exertions had contributed so largely to the position. Lady Bailey. replying in a very happy little speech (punctuated by the snapping of the Press cameras), ex- pressed her delight at being present and hoped that Mersey- side would appreciate the very magnificent landing-ground and equipment which it possessed at Hooton. Apparently it is beginning to do so, aS we noticed the Mayor of Birken- head amongst the distinguished guests, and understand that Birkenhead contributes annually towards the expense of the club in laying down and maintaining a landing circle. Field-Marshal Lord Allenby, who was visiting the East- ham Memorial, motored over shortly after the official open- ing and honoured the club by Signing the visitors’ book. Despite rain, the four club aeroplanes were employed taking up passengers and potential members, including the Mayor of Birkenhead. A competition for visitors was won by Fit. Lt. Rose. Messrs. Ambler and Woodhead were second and third respectively. THE NORTHAMPTONSHIRE AERO CLUB. Sunday, April 6, marked the opening of the new lounge of the Club House of the Northamptonshire Aero Club at Sywell aerodrome. The preparations for the opening were many, and everything was held up by the inability of the workmen—common to most builders and decorators—to finish their job by the specified date. Indeed, on Friday afternoon everything pointed to an opening of distinctly nove] character—when the decorations of the room to be opened would consist of pots of paint, brushes, shavings, planks and carpenter’s tools! However, by real hard work the Ladies’ Committee (in whose hands the furnishing and arranging had been placed and by whose hands most of the work was actually done!) had things straight and tidy. Many friendly pilots arrived on Saturday evening and a few more on Sunday morning. The actual opening took place at 3 p.m., and Sir Sefton Brancker, ever ready to help any Aero Club, flew down in a Desoutter to perform the ceremony. This was rather original. Three Moths took off, the first piloted by Mr. G. Linnell (the Moth by the way has quite recovered trom its little game on Brighton beach) with his brother as passenger carrying a large golden key. The escorting Moths were flown by Fit. Lt. Rose and Mr. Palmer, the Club Instructor. The golden key was dropped by parachute, and fastened to it was the one really belonging to the Club House. With it Sir Sefton—after a very nice speech—unlocked the door. The Desoutter had to go away almost immediately after the opening and Sir Sefton carried off the golden key as a souvenir. This was the first visit to Northampton of a Desoutter and everyone was most interested. The pilot was most kind and generous in giving flights to members. A wonderful exhibition of aerobatics was given by Mr. George Murray from the Brooklands Schoo] of Flying. His inverted spinning and gliding, and his slow rolls were amazing to watch. and many people consid>red it the best aerobatic show seen at Sywell. Fit. Lt. Rose went up to amuse the crowd, which he thoroughly succeeded in doing. Some peop.e were filled with admiration and some with horror at his flat turns! The following pilots arrived during the week-end and helped with the opening :— Messrs. Surtees. Cubitt. Brett and Gough from Norwich; Flt. Lt. T. Rose and Mr. Davis came on from the Liverpool] Meeting and _ in- veigled Mr. Blackburn and a friend to come as well; Mr. George Murray and Mr. R. Oldmeadow from Brooklands: Mr. R. Bentley: Mr. K. Whittome who flew a new Moth from Peterborough; and Mr. Runtz-Rees who motored from Brooklands. Considering the general cold and dull state ft the weather a large crowd of members turned up, and along the roads adjoining the aerodrome were the usual crowd of opulent cars containing people too poor or too mean to pay the necessary guinea which would enable them to enter the aerodrome as members. THE S.B.A.C. CUP. The Royal Aero Club has decided that the Challenge Cup presented by the Society of British Aircraft Construc- tors for competition amongst the Light Aeroplane Clubs shall be competed for at the Bristol] Air Pageant to be held on May 31. Cash prizes of £75 have also been presented by the Society of British Aircraft Constructors. The Bristol Air Pageant marks the opening of Municipal Air Port by H.R.H. Prince George. THE INTERNATIONAL TOURING COMPETITION. Intending competitors are reminded that the entries for the International Touring Competition close on Apr. 19. Entries from British competitors should be sent to the Roval Aero Club. The entry fee is 1,000 francs (£8). Late entries, at double fees, will be received up to May lo THE LEICESTER FLYING MEETING. On Easter Saturday, April 19, the Leicestershire Aero Club will hold its second Flying Meeting at Desford aero- drome. The vreliminary programme will open at 12.00 hrs. with an “En Tout Rally” or Arrival Competition and the first machine to arrive after 12.00 hrs. will receive a prize. This will be followed by a display of individual aero- batics, a formation display by three Club-trained Soloists and a parade of aircraft. At about 15.00 hrs. Sir Samuel Hoare will formally open the afternoon programme. Thereafter will follow a display by No. 19 (Fighter) Squad- ron, R.A.F., by kind permission of the Air Ministry and of Wing Cdr. F. L. Robinson, D.S.O.. M.C., D.F.C., officer com- manding the R.A.F. Station, Duxford. Other events will include a delayed parachute jump by Mr. John Tranum, a Message Dropping competition and the Desford Grand National. ~ This last-mentioned event will be for “B” pilots flying folding-wing aircraft only. The procedure for competitors will be as follows. Com- petitors will taxi to the starting line, stop their engines and remain in their seats. On receiving the starting signal given by a white Verey light, pilots will fold and secure their wings. They will then race on foot to the Stewards, eat a biscuit, drink a glass of lemonade, and sign a member- ship form. They will return to their machine with a streamer, which they will hand to their machine Steward, open their wings, start the engine and take-off. After mak- ing one circuit outside the aerodrome boundary they will approach the aerodrome into the wind and the first pilot to cross the finishing line will win the prize. Entrants taking off without ovening their wings or start- ing their engines will receive a special prize. The active proceedings will close by exhibitions of trick flying by well-known pilots, and this will be followed by the presentation of prizes by Mrs. W.. Lindsey Everard, wife of the President of the Club. All visiting pilots will be regarded as guests of the Leices- tershire Aero Club during the period of their stay in Leicester and accommodation for them is arranged for at the Bell Hotel. The Secretary would be glad if pilots would jet him know at once whether they require a room. The Club is arranging an informal dance for the evening of April 19 and it is hoped that this will be well supported and made into a really good party. . All correspondence in connection with this Meeting may be sent to the Honorary Secretary, Mr. Harry Purt, c.o the Leicestershire Aero Club, Bell Hotel, Leicester. EXPLANATIONS. A few days ago Mr. R. N. Chawla who completed his re- markable flight from India on Mar. 2], called at THE AERO- PLANE Office and explained sundry points which have hitherto been in doubt about his flight. In the first place Mr. Chawla himself is not a Parsee. He is in fact a Punjabi from Lahore and claims to be essentially an Indian—albeit most Punjabis claim that India begins East of the Indus. Secondly. owing to a misunderstanding by the photo- grapher who sent the photograoh which appeared on page 539 of THE AEROPLANE Of Mar. 26 the wrong man was indi- cated as Mr. Chawla. He is the taller of the two. Thirdly the name of his companion really is Mr. Engineer. Apparently as a boy at school he was nicknamed Mr. En- gineer because of his fondness for mechanical things and he has now adopted the name officially : and incidentally, he is a Parsee. Fourthly, the Moth which was used for the flight belongs to Mr. Engineer, or rather his father, as he himself is only seventeen years of age, and Mr. Chawla undertook to pilot it on this great journey. The reason they alighted at Thetford was that in crossing the Channel from Calais they made more northerly drift than they expected. and owing to mist they did not see the Kentish coast at all. The result was that thev flew over water for forty minutes and then struck the coast at Clacton where it runs South-West and North-East. very much on the line of the coast between Folkestone and Dover. Thence they flew North-West by compass still in a mist. till they came to the conclusion that thev ought to have reached the ere Not seeing it they alighted and found themselves at Thetford. the

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‘668 The Aeroplane ApriL 9, 1930 . INDIANS AS PILOTS. The Karachi Daily Gazette of Mar. 21 contains the fol- lowing account of an interview with Fit. Lt. W. Jones, R.A.F.O., Instructor to the Karachi Flying Club, on the subject of the successful flight from India to England by -Mr. Chawla, who learned to fly at the Karachi Club :— Chawla represents the type of Indian from which good aviators may be made. He has a distinct bent for aviation, a mechanical mind, is self-controlled, cautious and disciplined, and realises that there is always something more to be learned about flying. He also ‘takes meticulous care of his machine and leaves nothing to chance. As far as my experience goes, I see no reason at all why, eventu- ally, Indians should not make as good airmen as those of any other nation. There are certain facts which have to be borne in mind, one of which is that aviation in India. is still in its babyhood, and that, generally speaking, Indians are not so used to mechanical means of transport as are the people of western countries. Ait present I find that Indians are apt to be too hasty—once they -have mastered the elemental principles of handling an aeroplane, they are inclined to think that is the end of the matter. It is not so. ‘The attainment of the ‘‘A’"’ licence is no criterion of a man being a -Teliable pilot. This tendency to hastiness must be counteracted if pilots of re- liability are to be produced. A_ sense of strict discipline must be -inculcated, and more diligence shown, before the holders of ‘‘A’”’ licenses can become qualified as commercial pilots. A lot of hard work has to be performed. The same phase has been gone through in all countries. It is due, mainly, to an over-exuberant spirit. But over-exuberance breeds carelessness, and that cannot be tolerated in air matters. A pro- fessional pilot must be above reproach. He cannot afford to make one slip, no matter how trivial. A forced landing due to careless- ness or inefficiency in an emergency, even if only slight damage is caused to his machine, spoils his reputation and deprives him of .public. confidence. Due to what I have mentioned before, most Indians are slow to learn to fly, but I have seen some very good pilots amongst them. Ohawla is an example. He, too, is exceptional in that he is blessed with a sense of caution and is not likely to take undue risks or to do too much. It is this sense of responsibility which is required of a pilot. On the whole, I think there is enough material in India from which good commercial pilots can be produced, but it is not advis- able to be in a hurry. Much steady work has to be done. The hot- ‘house methods of training which suited war purposes cannot be --@arried out in the sphere of commercial flying. . p HULL WAKES UP AGAIN. The fine new Clubhouse of the Hull Aero Club (National -Flying Services) will he officially opened by Air Vice-Marshal Sir Sefton Brancker on Saturday, Apr. 12. There is to be an Air Pageant in celebration of the event. One of the main features of this will be an Air Race open ‘to private owners and club members, the first prize will be a handsome trophy presented by Sir Arthur Atkinson, Presi- dent of the Club. A cordial welcome is extended to all civil flyers for the :-gathering on Apr. 12. Further particulars may be had from ‘the Hon. Secretary, Mr. Mark Goulden, The Evening News, 42, Whitefriargate, Hull. ; THE LONDON AEROPLANE CLUB The London Aeroplane Club will be open on Good Friday, Saturday and Easter Sunday and will be closed on Easter ~AMonday and Tuesday. A FATAL CRASH AT FELTHAM. On Apr. 6, an N.F\S. machine, reported by The Morning Post as a Blackbarn Bluebird, crashed at Feltham and caught fire. The pilot, a pupil of N.F.S., Mr. George Edward Watts, was dragged clear by four men, three of them from the R.A.S.C. depot, but died on the way to hospital. THE FLYING CLUB GRANT. In the House of Commons on Apr. 2, Mr. Everard asked the Under-Secretary of State for Air whether the £10 grant for each licensed pilot would be given annually to the Ap- proved Club or only once on the pilot obtaining a licence. Mr. Montague said that a £10 grant would be paid to the Club in respect of every pilot’s licence issued cr renewed for a member, subject to the conditions laid down in the agree- ment with the club being satisfied: consequently, subject to those conditions, if a pilot renewed his licence each year the grant was annual. A SOUND SUGGESTION. Sir,—The account in the Daily Press of the terrible fatal accident which occurred on Apr. 6 to a pupil of N ational Flying Services Ltd. at Hanworth, prompts me to write to . you to put forward a suggestion. It appears that a certain cook in the R.A.S.C., who was at work near the scene of the accident, disolayed unselfish courage of the very highest order in making repeated attempts to extricate the unfortu- nate pilot from the burning wreckage. This is not an isolated instance. There have in the past been several occasions upon which members of the public, in no way connected with aviation, have risked their lives or, at least, terrible in- juries, by exposing themselves to dangerous petrol fires in plucky attempts to rescue pilots of wrecked aircraft. , Where the rescuer is an officer, N.C.O. or Airman of the R.A.F., appropriate steps can be taken, by means of pro- motion or otherwise, to recognise his valour, but in cases where a civilian or a member of another service performs such an act then it seems that his just reward should not be left to chance benevolence but that some scheme should be established whereby such persons should be certain of such recognition of a public nature, accompanied if possible in suitable cases by a tangible reward. The proper authority to deal with the matter would seem to be the Royal Aero Club as being the controlling body for . the sport of Aviation. What about a Royal Aero Club Medal and a fund out of which payments could be made to these men so that at any rate they should suffer no financial loss as a result of injuries brought about by their heroism? Everyone in Aviation must feel an obligation to them. The Cinque Ports Club. (Signed) R. DALLAS BRETT. [Mr. Brett’s suggestion deserves the consideration of the various aeronautical bodies. Either the Royal Aeronautical Society or the Royal Aero Club or the Air League might very well present a medal or certificate to anybody perform- ing an act of gallantry of this kind. As a matter of fact such acts of gallantry make a man eligible for the Albert Medal or for an M.B.E. But in the event of nobody seeing fit to bring such acts to the attention of His Majesty the King, in whose hands lies the conferring of such decorations, the aeronautical organisations might take action.—c. G. G.] THE ASHWELL-COOKE COMPETITION.—-The donor of, and the judges, winner and other competitors for the third Ashwell-Cooke Landing Competition held at Lympne on April 6. Left to right: Mr. A. C. M. Jackaman, Flg. Off. F. F. Barrett (judge), Mr. C. R. Dallas Brett (winner), Mr. T. R. Law, Mr. R..G Cazalet, Mr. A. R, Ashwell-Cooke (donor), Mr. H. E Twaite (judge), and Mr. K. K. Brown (instructor, Cinque Ports Flying ‘Club).—(“ Aeroplane” photograph.) 6° = ->

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APRIL 9, 1930 The Aeroplane 669) Write for New BLACK & DECKER CATALOGUE | of ELECTRIC TOooLs for AIRCRAFT PRODUCTION AND | MAERNTENANCE This catalogue. includes complete details on the new and revolutionary method of reconditioning valve seats in aeroplane motors for better, SAFER engine performance. Address: BLACK & DECKER LIMITED, Slough, Bucks. teas ces i eee cee, | st we a 4 2 - —_ -—- = = BLACK & DECK ~~}, ER — Portable Electric Tools 2 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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679 The Aeroplane APRIL 9. 1930 THE LANCASHIRE AERO CLUB. Whether it be the advent of Spring, or a desire to take advantage of the old Subsidy Agreement while it lasts. or a gesture of defiance to the powers that be in answer to their action in cutting down the Subsidy is hard to say, but the fact remains that the month of March has been one of the most Satisfactory in the history of the Club. Our Chief Instructor, Mr. Hall, has completely recovered from his accident and is now hard at work again. One says “hard at work” advisedly. as he has thirty-seven dual in- Struction pupils to deal with at the moment. Fortunately Mr. M. A. Lacayo, our first ab initio trained pupil, has now got his ‘‘B” Licence and has been approved as a voluntary assistant instructor. Fourteen new fiying members have joined during the past few weeks and the number of active flying members is greater than at any previous period. Although only three Avians have been in service during the month the Club's personal record of seventeen hours fifty minutes flying in one day has thrice been closely as- sailed during the month. G-EBM@, the original Mark I Cirrus Moth presented by our President, Lord Wakefield. will shortly be in commission again completely recondi- tioned, and the new all-metal Hermes-Avian which he is now generously presenting to. the Club is expected bv the middle of April. With the arrival of Summer Time. there- fore, the Club confidently expects that all Club records for flying hours will be easily beaten. A hard tennis court is being constructed and the Club- house premises are soon to provide sleeving accommodation for members anxious to learn to fly in the shortest possible time by starting early in the morning. [One cannot recollect hearing of the delivery to the Club of the aeroplane promised to it at the inaugural lunch by Lt.-Col. Groves on behalf of the Manchester Brewers.—c. G. G.] THE RISING GENERATION. A recent paragraph in THE AEROPLANE about Harrow County School has produced the information that Chillon College, Villeneuve, Switzerland, also has an Aviation Club of its own. It has about twenty-five members who meet every Saturday afternoon, run model competitions, and argue about aviation generally. They have a fairly large library of aeronautical books, and they take THE AEROPLANE and other English and American aeronautical papers. Also they run a club magazine, once a month, which is written in rather better English than is the average London newspaper. British manufacturers who would like to increase the air- mindedness of the rising generation may do good work by Sending interesting literature to the Secretary of the club any time after Apr. 25, when people return from their Easter holidays. GLIDING. A CROSS-CHANNEL PRIZE. The British Gliding Association are fortunate in having secured another handsome prize for competition. Mr. A. J. A. Wallace Barr, on behalf of Cellon Ltd., has offered a prize of £1,000 for the first all-British glider flown by a British pilot which crosses the English Channel between June 1, 1930, and May 31, 1932. The prize is to be competed for under the rules of the Royal Aero Club. In 1922 Mr. Barr offered a prize of £50 for a glide of 50 miles in a straight line. This prize, which has not yet been won, is still open. Much greater distances than this have been ‘covered by sailplanes in Germany, and there seems a very good chance of somebody winning the £50 in the not distant future. Until the rules under which the £1,000 competition will be held are made public there is little comment that can be made. There is the obvious criticism that such a big prize offers inducement for felo-de-se by drowning. No doubt the B.G.A. will exercise every care to prevent unwelcome pub- licity of this kind Will the Channel have to be crossed from England to France, or France to England? Can the glider be towed behind an aeroplane to any height? If it can be so launched, presumably a machine with a really good LD ratio could win the prize by being towed up a couple of miles and then sliding down again across the Channel. But these are idle assumptions, and we must await the rules. What with gliding and the Channel Tunnel, the - popular Summer method of crossing the water by swimming will be put right in the shade. “THE DAILY MAIL” AND GLIDING. The Daily Mail announces that it will institute an im- portant competition for gliders in the Summer of 1931. The competition is open to all nations and The Daily Mail says that it is being organised in conjunction with the Royal Aero Club to give further encouragement to those at present carrying on a single-handed battle. . aq er ae ae This is good news for the Gliding Clubs who will benefit by this new publicity and by the added incentive to achieve- ment. The Gliding Contest at Itford in 1922 was the result of The Daily Mail’s £1,000 vrize,—which was won by M. Manevrol with a flight of 3 hrs. 22 min. The competition is open to all nations, which means that the English Clubs will have to compete against the accumu- lated knowledge and experience won in the last ten vears by the Germans. The British Gliding Association will.have to start a meteo- rological section whose duty will be to discover the sites where the conditions are most favourable and to chart the flow of air-currents under given conditions. If Gliding or Soaring Flight is to make anv headway in this country. the gliders and meteorologists must vut their heads together. THE FIRST GLIDING SCHOOL. Sir Sefton Brancker, at the Inaugural Meeting of the British Gliding Association, which was revorted in THE AERO- PLANE for Apr. 2, 1930, said that a school for gliding was shortly to be started. Some particulars of the proposed school are now available. A company is now in the process of formation to establisk such a school which will be within two hours of London by road. The school will be run on camp lines similar to those found practicable in Germany and should provide an attrac- tive form of holiday-making, esvecially if it happens to be near the sea. For an inclusive fee people will be trained to qualify for the Glider Pilot Certificates. classes A. B and C, and while training will be boarded at the camp. The directors are: Colonel the Master of Semoill. A.F.C.. A.F.R.Ae.S. (Chairman), E. C. Gordon England, A.F.R.Ae.S.. L. Howard-Flanders, A.F.R.Ae.S., M.I.Ae.E., A.M.I.Mech.E.. and Mr. R. F. Dagnall. The comovany is being organised by Mr. R. G. Russell-Taylor, who will be the first instructor. Mr. Russell-Taylor will shortly be going to Germany to acquire his “A.” “B.” and “C” Gliding Licences: GLIDING IN LANCASHIRE. Activities began on Sunday. April 6, when a number of experimental flights were made with the Lancashire Aero Club's Prufling Glider to test the rigging and controls. Alto- gether fifteen flights were made and ten pilots flew the machine. The machine was catapulted off the- level into a Westerly breeze of 20-25 m.p.h. Seventy yards of 3-inch ‘“‘Sandow ” elastic (otherwise known as bunijy) was used and to avoid any risk of the elastic failing to become deta:hed from the hook no loop was made in the middle. The Prufling is considerably heavier and faster than the Zogling and it was found that for a successful launch off level ground at least ten men were needed on the ropes and two om each wing- tip to hold the machine back. AS many as sixteen can pull on the ropes without causing any undue Strain. The wind was unfortunately in the wrong cirection so the natural slope of the aerodrome was not usable and only short flights were possible. but a maximum of over 200 yards in distance and over 15 seconds in duration was achieved. The following pilots flew the machine in the order named:—A. Goodfellow, Flg. Off. Tomkins, R. H. Dobson, R. F. Hall, J. C. Weale, B. A. G. Meads, A. C. Mills, J. C. Lister. H. C. Greg. Preliminary practice will take place on the aerodrome at 3.0 p.m. on Sundays (weather permitting) until further notice, pending the completion of negotiations for a suit- able site in the hills. . An experienced pilot who flew the machine writes:— It is too early to say yet, but I am very favourably impressed with the machine so far. Apart from rather inadequate rudder controls (due no doubt to the deep keel section of the fuselage) she handles extremely well in the air. She is very stable laterally, as one would expect from the low centre of gravity, is very light on the elevator controls. and lands easily and smoothly with no tendency to bounce off again. Possibly we may have her swinging on the wing-tip after landing with little or no head wind, but we had no trouble of this kind yesterday. She simply landed on the skid, came to rest with a very slight forward pitching motion, and then sank gently onto one wing-tip. . On my last flight I deliberately held her up to stalling point about fifteen feet off the ground. She simply began to sink on an even keel and by putting the nose down a little one immediately regained sufficient elevator control for a normal landing. Altogether a machine of distinct possibilities. Nevertheless I am afraid that another of my cherished illusions vanished yesterday. I was led on by Howard Flanders to believe that it made no difference whether the pilot weighed ten stone or thirteen. Believe me it does! I have come to a working agreement with the Prufling: as long as I am content to come down about twice as gently as I should on an ordinary machine she will stand for it, and the less I muck about with the controls the better she will fly and land herself. Any attempt at soaring on my part, however, will be firmly dealt with by an immediate ‘sinking feeling. I have promised to go into training and cut down fat-forming foods in the hopes that she may reconsider her decision. .

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APRIL 9, 1930 The Aeroplane SOGIETE GENERALE AERONAUTIOUE unites seven of the most important French aircraft factories and produces all types of aircraft and_ seaplanes, both commercial and military; all types of air-cooled and water-cooled motors, ranging from 60 to 800 hp. C.A.MLS. The most important firm manufacturing seaplanes in France. HANRIOT. School, advanced training and patrol aeroplanes. LORRAINE. All types of engines between 60 and 800 h.p. NIEUPORT. .. Fighting and transport aircraft. AMIOT-S.E.C.M. All metal long range bombing aircraft. LATHAM. Commercial and military seaplanes. Flying Schools. At Bourges and Chalon-sur-Sadne. — KINDLY MENTION “THE' AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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672 The Aeroplane Arrit 9, 1930 HERMES DESOUTTER flies to AUSTRALIA FIRST DIRECT FLIGHT CASTR “T TO AUSTRALIA | In 1919 by Capt. Ross Smith and Lieut. Kei.h Smith Cui eee BOTH ON CASTROL AND NOW — THE FIRST ENGLISH | LIGHT CABIN AIRCRAFT TO FLY TO AUSTRALIA Flying Officers H. L. Piper and C. Kay _— flown from Croydon to Australia in the comfortable cabin of a Hermes Desoutter Sports Coupe, a standard mode! taken from stock (except for extra tankage). As recommended by Cirrus Aero Engines Ltd. and the Desoutter Aircrafi Co., Ltd, CASTROL XXL was the chosen lubricant — and it played a vital part in this Hermes Desoutter triumph. WAKEFIELD CASTROL XXL | C. C. WAKEFIELD & CO., LTD., All - British Firm, Wakefield House, Cheapside, London, E.C.2 sabiats , KINDLY MENTION “ THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 9, 1930 COMMERCIAL AERONAUTICS. 673 THE TECHNICAL ORGANISATION OF THE COMPAGNIE GENERALE AEROPOSTALE. On April 3 Monsieur Grimault, the Technical Director of the Compagnie Générale Aéropostale, read his paper on the technical organisation of his Company before the Royal Aero- nautical Society. One was rather struck by the absence of the people one would have expected to attend such a lecture, the more so as M. Grimault had come specially from France to deliver it. One would have thought too that the ordinary member would have been present in large quantities to have learnt something of the ways in which another country has organised such an outstanding mail service, especially as mail-carrying is now the most promising way of making air transport pay. The only representative of Imperial Airways present was Sir Vyell Vyvyan, and if any of the others who pose as being keenly interested in air transport were there one missed seeing them. Several manufacturers were there, notably Sir Robert McLean of Vickers Ltd., and Mr. Handley Page. Two important points in the discussion were first the statements by Sir Vyell Vyvyan, a director of Imperial Air- ways, that the line to India only averages 30 m.p.h. and that this was nothing like fast enough; secondly the fact emphasised by Colonel Sempill that Imperial Airways Ltd. cannot be persuaded by the Royal Aeronautical Society to give any paper like those recently read by Major Wronsky of the Luft Hansa and the present vaper by M. Grimault. Apparently our one air line intends to create @ monopoly of Knowledge as well as of subsidy. THE LECTURE. M. Grimault opens his paper by summarising the routes covered by his company. There are three main routes. The first and greatest Aas AMERIQUE A DU % ee °° ow? e vf Jforto Alegre rPelotas ” Montevideo “ ! @ Buenos-Ayres ‘Mendoza‘h Santiago Se i 3 Bania Blanca Commodoro Rivadavia Villa Cisneros is from France to Chile by way of Toulouse, Casablanca, Saint Louis, Natal, Rio de Janeiro, Buenos Aires and Santiago, the next is from Marseille to Algiers, and the third, which is only operated in the Summer, is from Paris to Madrid by way of Biarritz. Subsidiary lines run between Bordeaux and Toulouse, between Marseille and Barcelona, between Buenos Aires and Asuncion, and between Buenos Aires and Rivadavia by way of Commodoro. The total length of the system is 18,325 km. (11,400 miles) and except for the 3,200 km. (1,990 miles) crossing of the Atlantic is covered by aircraft throughout. The first serious obstacle on the Main Line is between Toulouse and Casablanca, this is the crossing of the Pyrenees through the Perthus pass at 1,000 m. (3,280 feet). The route then follows the Spanish coast where the Sierra comes down to the sea. The rocky coast offers no facilities for a forced landing and the making cf landing grounds is not easy. From Tangier to Casablanca the chief source of trouble is the frequency of mists along the West Coast of Africa. The journey between Towouse and Casablanca is made daily and is available for passenger traffic. The route from Casablanca to Dakar follows the coast and from Agadir to Port-Etienne,is over desert country where the Spanish posts of Villa Cisneros and Cape Juby are the only landing places where fresh supplies can be obtained. The hostile, tribes who infest the desert outside these posts hold to ransom anyone who falls into their hands. . Flying conditions are not often very good. Mist and haze are prevalent on all the coasts. Sandstorms are frequent and are the cause of wear and tear in the engines. The high temperatures make particular attention to the fuel supply and cooling of the engine essential. The ocean crossing between Dakar and Natal (Brazil) is by fast boats. They have been lent for this purpose to the Company by the French Navy and have a speed of 16 to 18 knots. Six boats are available of 1,000 tons displacement driven by 6,000 h.p. turbines. Bie, Sordeaux Biarritz, Wo ulouse Perpgneny, I Marseille Madrid OC W Hf. Alicante g 7 ercelene MaNhl3aqa ff é Tanger #7 orar a? Alger Rabat pre = Casablanca \ Agadir 4 y vers le Congo N et Madagascar Cap Juby £ AFRIQUE Port Etenne § 5 S'-Louis y* Oeker wz Nata! Y Pernambuco y Meceso ? Bana DCaravellas Victoria , ‘ee hee - Rio de Janeiro Ad . Asuncion: Santos af vA e ‘ “ é op" 3 Florianopons Lignes en exploitation : PARIS-BORDEAUX-BIARRITZ-MADRID. —- 1.175 kim. BORDEAUX-TOULOUSE ..........-.. (215 km. TOULOUSE-BUENOS-AYRES ......... 12.235 km. BUENOS-AYRES-ASUNCION .......... T.100 km. BUENOS-AYRES-SANTIAGO .......... 1.200 km. MARSEILLE-PERPIGNAN ............ 275 km. MARSEILLE-ALGER ..i---- esse ees * 800 km. 17.000 km.

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674 The Aeroplane APRIL 9, 1930 The route from Natal to Buenos Aires follows the coast-line where either the coast is rocky or the forests come down to the shore. Thick clouds and torrential rain restrict the visibility. Much work was needed to clear the luxurious tropical growths for landing grounds, and daily attention is needed to keep them clear. Between Buenos Aires and Santiago are the Andes, many of the passes of which are at 4.000 m. (13,000 ft.) and because the Pacific gales cause violent descending currents, the aircraft have to fly at least at 5,000 m. (16,500 feet). This section of the route is only flown once a week in each direction. The normal maximum stages are 600 km. (370 miles) in length, but between Casbalanca and Dakar there are a number of original landing-grounds now in use as emergency landing-places which make possible the extension of the stage from 600 to 1,000 km. (621 miles). The compulsory landing-grounds are Barcelona (Spain), Tangier, Rabat, Casablanca, Agadir (Morocco), Pernambuco, Bahia. Rio de Janeiro, and Monte Video. These are exclusive of such terminal points as Toulouse, Dakar, Natal, Buenos Aires and Santiago. Each aerodrome has one or two aircraft in reserve. When a machine comes in one of the reserves is ready to take-off and to it the passengers and mail are transferred. By these means the time spent at an aerodrome is reduced to a minimum, also the machines in turn reach the headquarters at Toulouse and Buenos Aires, where they can be overhauled. At Toulouse the major repairs and overhauls are done under the supervision of the Société Industrielle d'Aviation Latécoére. At Buenos Aires the workshops belong to the Company, who do com- plete overhauls of engines and aircraft there. There are small work- shops at Casablanca, Rio de Janeiro and Marseille. All aerodromes along the route are equipped for night flying. ground beacons are placed 30 cm. (12 inches) above the ground and all obstacles are similiarly lit. Mobile searchlights are used for flood- lighting, these are mostly of the Brandt and Fouilleret type. Each aerodrome has a beacon with a 3,000 watt lamp and normally can be seen from 100. km. (62 miles). A small flashing light on top of the beacon indicates the name of the aerodrome. The full organi- sation for night-flying requires beacons between the aerodromes, and such beacons are now being made. The route from Bordeaux to Toulouse, at Perthus, at Tangier, and at Casablanca is already equipped. M. Grimault claims that the wireless service of the Company is the most efficient private service in existence. It has been organised to provide constant communication between the aerodromes, to enable pilots to keep in touch with the aerodromes and ultimately with one another, to enable pilots to navigate by directional radio and to allow the marine organisation and the ground staff to keep in touch with the seaplanes on the Tangier route. Each aerodrome has a transmitter for short and long wave work- ing (15 to 60 m., and 400 to 2,000 m.). The power varies from 100 Red to 1,000 watts on the aerial. Each aerodrome also has a receiver with a range of wave-length from 15 to 3,000 m. This receiver will also receive directional radio signals on wave-lengths from 200 to 3,000 m. In addition each aerodrome has two small-range receivers, one short and one long wave, for emergency help calls. Certain other wireless stations besides those owned by the Com- pany are used for the directional radio system. The service is done by telegraphy on continuous or interrupted continuous wave. The powers of the transmitting apparatus carried on the aircraft ranges from 50 to 150 watts, the receiver uses from four to seven valves. Current is obtained from a wind-driven generator which supplies three voltages. The transmitter is arranged to work Trom the ground in the event of a forced landing. The air fleet of the Company numbers about 100 of the Latécoére 25 and 26 types, and 17 of the Latécoére 28 type. The number of the type 28 will shortly be increased to 33. There are ten other machines of assorted types. among which are three Potez 25s (450 h.p. Lorraine engines), which are used to cross the Andes. There are seventy machines of older types held in reserve. The Latécoéres are all high-wing braced monoplanes with duralumin wings and fuselages. The type 25 is a cabin machine and the 26 is a similar machine designed specially for postal work. The Latécoére type 28 has a tota! weight of 4,040 kgs. (9.000 Ibs.), a commercial load of 950 kgs. (2,100 lbs.), a top speed of 238 km.hr. (148 m.p.h.), a cruising speed of 200 km.hr. (124 m.p.h.). and a range at cruising speed of 800 km.hr. (500 miles). This machine has either a 500 h.p. geared Hispano-Suiza engine or a 500 h.p. geared Renault engine. M. Grimault drew particular attention to this machine as being the fastest commercial aircraft in use at this moment. [Exclusive, one would imagine, of American machines like the Lockheed Vega and the new Fleetster, which cruises at 150 m.p.hr.—Eb.] The Comte de la Vaulx, President of the F.A.I., recently flew from Toulouse to Casablanca in this machine at 176 km.hr. (110 m.p.h.) including stops, or, reckoning only actual flying time, at 222 km.hr. (140 m.p.h.). M. Grimault says that the 450 h.p. Renault engines used by the Company have flown 30,000 hours and no disaster or trouble has been caused by engine failure. The sea-going fleet of the Company includes the six boats already mentioned, four rescue steamers of a few hundred tons each, two water-tankers, two oil-tankers, and ten motor boats. During the coming Summer four new units will be commissioned to act as tenders for the trans-Atlantic seaplanes. The total personnel of the Company is 1,250 persons, of whom 8:5 are pilots, 120 wireless operators and 280 mechanics. When the service was started, overhauls were made every 100 hours. This figure has been increased and now stands at 250. The Sa SS = a THE LATECOERE 28 MONOPLANE. The Latécoére 28 is a single-engined 8-seat commercial monoplane cesigned and built by the Société Industrielle da’Aviation Latécoére of Toulouse. This company is directly interested in the Cie. Générale Aéropostale which operates the Paris-Bordeaux-Toulouse, the Bordeaux-Biarritz, the Marseilles-Perpignan, the Alicante- Oran-Casablanca, and the Toulouse-Buenos Aires air routes. This latter company has examined the possibility of an extension of the Paris-Bordeaux-Biarritz route to Madrid and the Lat. 28 has been flown experimentally over this route. : Once it flew from Paris to Madrid a distance of 1,200 kms. (746 miles) non-stop in 5 hours 11 mins. at an average speed of 230 km.p.h. (143 m.p.h.). Another time it flew from Paris to Biarritz in 3 hours at an average speed of 233 km.p.h. (145 m.p.h.). The obvious difficulty about this route is getting over the Pyrenées, which more often than not are covered in fog condensed from the warm air of the Atlantic. Type.—Single-engined commercial and postal monoplane. Wincs.—Rigidly-braced monoplane wings, with uniform camber and elliptical wing tips. Metal construction. Braced to the fuselage by pairs of streamlined metal struts. Wings covered with fabric. Shaft control of ailerons. FusELAceE.—Of metal construction in two sections. The forward portion, the engine mounting, is metal covered. The rear section is covered with fabric. Tai Unit.—Normal monoplane type with metal fabric. UNDERCARRIAGE.—Divided type with wide track. Each half has a Vee hinged to lower longeron of fuselage with a vertical shock-absorber attached to the front lift bracing strut, which is highly stayed to the centre of the fuselage Wheel-brakes are fitted. PoweEeR P.iant.—One 500 h.p. Hispano-Suiza (or Renault) water-cooled engine, with 2/1 reduction gear. Retractable radiator in bottom of fuselage. Petrol pumps are used to supply the carburetter. A metal airscrew is used. ACCOMMODATION.—Enclosed pilots’ cockpit with double control and wire- less. Droppable petrol tank, cabin for eight passengers, with ven- tilation, heating and openable windows. Lavatory accommodation and baggage compartment aft of cabin. DIMENSIONS.—Spar 19.25 m. (60 ft.), Length 13.5 m. (44 ft. 3 in.), Height 3.6 m. (11 ft. 10 in.), Wing area 48.6 sq. m. (520 sq. ft.). WEIGHTS AND LoOaADINGS.—Weight empty 1,690 kgs. (3,720 Ilbs.), Weight of fuel 480 kgs. (1,050 lbs.), Pay load 950 kgs. (2,100 lbs.), Weight frame, covered with loaded 4,040 kgs. (9,000 lbs.), Wing loading 82.3 kgs./sa. m. (17.8 lbs./sq. ft.), Power loading 8 kgs./h.p. (17.6 Ilbs./h.p.). PERFORMANCE.—Maximum speed 238 km.p.h. (148 m.p.h.), Cruising speed 200 km.p.h. (124 m.p.h.), Climb to 1,000 m. (3,280 ft.) 5 min. 21 sec., Climb to 2,000 m. (6,560 ft.) 11 min. 16 sec., Ceiling 5,600 m. (17.000 ft.). by the Cie. Générale Aéropostale.

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676 overhauls are mostly the cleaning of the engine or the replacement of minor parts. Many of the engines have flown more than 600 hours without requiring attention to the cylinders or crankshaft bearings. Castor oil is used, as the mineral oils which have been used up to date form tar and soot up more rapidly than castor oil, which is also cheaper throughout the routes. The aircraft used in the Sahara and in the tropical climates have the fabric replaced about every 500 hours. The departure from Buenos Aires is made regularly at midnight and, on the average, each service to America does from 10 to 20 hours of night-flying, which means nearly 10,000 hours per year. The saving of time over the normal mail route is considerable. the air mail reaches Santiago in eight and a half days from Paris as against the normal 25. The air mail reaches Monte Video and Buenos Aires in seven and a half days as against 18. The average time from Natal to Buenos Aires is 47 hrs. 30 min., and the best time in Summer is 31 hrs. 25 min. From Toulouse to Dakar the average time is 40 hours and the best 27 hrs. 15 min. On the route from Natal to Buenos Aires the percentage of scheduled departures has been 94, and the percentage of arrivals less than 48 hours late, has been 82. On the Toulouse—Dakar section the corresponding figures have been 100 and 90. 1928. 1929. Weight of postal matter carried between France and S. America 2.732 kgs. 8,943 kgs. Total postal matter on all services 82,610 kgs. 84,040 kgs. Freight oe v8 ae : 17,470 kgs. 28,602 kgs. Passengers ns ns 7 es i 870 1,116 The total receipts in 1929 were 18,524,929 francs (£148,000) of which 16,881,789 francs (£136,000) was for postal services. The service between France and America receives a subsidy of 10,653,094 francs (£86,000). The Atlantic will have to be flown non-stop as the Cape Verde Islands have no sheltered roadsteads for seaplane take-offs nor are Saint Paul’s Rocks nor Fernando de Noronha any better. The Company are therefore having constructed fast postal seaplanes of ten tons total weight with a range of 4,000 km. (2,500 miles) and commercial load of 500 kgs. (1,100 Ilbs.). These machines will be ready during 1930. Bigger machines which are now being built should enable 1,000 kgs. (2,200 lbs.) to be carried the same diStance and then Buenos Aires will be within five days of Paris. M. Grimault closed his paper with a short description of the line between Marseille and Algiers. Over this route six trips in each direction are made weekly. At the end of the Winter and during the beginning of Spring sudden and violent storms make the operation of the route over the Mediterranean particularly difficult. The Company has five Cams flying-boats and four Latécoére sea- planes for use over this route. The Cams have 500 h.p. Hispano engines or 480 h.p. geared Jupiters. Their all-up weight is 6,500 kgs. (14,300 Ibs.) and their commercial load is 300 kgs. (670 Ibs.). Their top speed is 205 km.hr. (127 m.p.h.) and cruising speed 155 km.hr. (96 m.p.h.). The Latécoére 32s have 500 h.p. Hispano*engines and have similar top and cruising speeds, and commercial loads, to the Cams. Their all-up weight is 7,500 kgs. (16,500 lbs.). The crew are one pilot. one wireless operator and a mechanic. The average time for the journey is five and a half hours and the quickest time 3 hrs. 50 min. The percentage of departures to scheduled flights is 86 and of arrivals 80. This figure includes machines which are late but arrive on the day of departure. THE DISCUSSION. COLONEL THE MASTER OF SEMPILL paid tribute to the enterprise of the Compagnie Generale Aéropostale which had made possible the development of this route. He asked the Director of Civil Aviation, Sir Sefton Brancker, to open the discussion. Stk SEFTON BRANCKER said he was very glad to welcome M. Grimault. The Compagnie Generale Aéropostale might be regarded as the child of the Latécoére Company, who probably operated the first air transport company in the World, for on Christmas Day 1918 they started a service between Morocco and France. He referred to the amount of imagination required to conceive the line which now has the highest route in the World (across the Andes) and in the coming Summer will attempt to cross the greatest stretch of sea. He looked forward to the time when he would be able to get away and fiy over the route of the Company to Santiago. He said that to change machines at every refuelling point seemed a counsel of perfection; he asked what the cost was, as such a system meant considerable increase in the number of aircraft required. Refuelling, if properly arranged, should not take more than 5 or 6 minutes. [One imagines that the true reason for these short stages is the extra safety assured by only flying short stretches between thorough inspections of the engines, and changing of sparking plugs, etce.—c. Gc. G.] Although he personally thought that aircraft should be kept small and have increased speed to give a faster service of increased frequency, yet ten-ton flying-boats were rather small. On distances of 1,500 miles these boats would have to use such a large pro- portion of their disposable load for fuel that the commercial load would not be worth while. There were no points of refuge on the crossing and that was another reason why the boats should be bigger and therefore more seaworthy. He referred to the big flying-boats of 30 tons or so now being built in this country. Speed was a necessity and 85 m.p.h. was not enough for routes of 10,000 miles or more. At least 120 m.p.h was necessary, if adverse winds were to be met and connections made (to schedule). LIEUT. DE VAISSEAU SALA, the assistant Naval Attaché and Air Attaché at the French Embassy, acted as interpreter and replied for M. Grimault. He said that they had tried both using the same The Aeroplane APRIL 9, 1930 machine for a number of sections and changing-over at each re- fuelling point. The latter system had proved the best, as a change- over could now be done in five minutes. The considerably longer time to refuel totalled up to a very large figure over the whole route as there were such a number of stops. The ten-ton seaplanes were only for the experimental working of the route and later twenty-ton machines would be used. These would carry one ton of useful load. Mr. HANDLEY Pace said he endorsed everything that Sir Sefton Brancker had said. Referring to the question of changing-over machines, he said that if you carried more petrol than paying load it was easier to change the smaller load and he supposed that was why the mail and passengers were transferred to fresh machines. The adverse climatic conditions made a big wireless network neces- sary; in this country the cost of such a system was happily met by the Government. Such a system might be compared to the signalling system of a railway, and he would like to know the cost per mile of the company’s wireless system. He would also like to know the cost per ton mile throughout the system. He _ suggested that if all the Aéropostale fleet were assembled into one spot it would make quite a second class Air Power. [All the more credit to France, which, besides being a first class Air Power, manages to finance the World's Greatest Air Line.—c. Gc. G.] Mr. Handley Page said he would also like to know the ratio of subsidy to commercial receipts. He said that if there were only 82 per cent. regularity this meant that 18 per cent. of the letters failed to arrive and he thought that this would cause a big outcry. Had the Company found any falling-off in the mails? St. Paul's Rocks were very fortunately placed and he asked whether these rocks could not be used as a foundation for a seaplane base. He congratulated the Company on the good service achieved in spite of difficulties. The slides of the Andean valleys reminded him how Commander Dyott had once said before the Society in a paper on Flying in Peru that only a machine with a claw undercarriage could hope to survive a forced landing. [In spite of which an American air-line flies regularly from Lima over the Andes to Iquitos on the Amazon, which is the very route surveyed by Sad. Commander Dyott.—c. Gc. G.] SiR VYELL VYVYAN congratulated the Company on the way in which they had surmounted their difficulties, which were even worse than those on the way to India. He suggested that between Buenos Aires and Santiago was the most difficult part of the route. Were super- charged engines used over the highest parts? He agreed with Sir Sefton Brancker that we required faster machines. At present the average speed to India was only 30 m.p.h. He asked whether the Company did much night-flying and whether there was any tendency to separate the mail and passenger traffic. AIR COMMODORE CHAMIER, Of Vickers Ltd., prefacing his remarks with the useful Eastern diplomatic phrase, ‘‘ After compliments," said that M. Grimault appeared to hold a brief for water-cooled engines, whereas Imperial Airways thought of nothing but air-cooled. He gathered from the paper that night-flying was done automatically, namely, after changing machines, if the night was favourable the mail went straight on. Was this so? He pointed out that examina- tion of the figures showed that only a very small per cent. (10%) of the mail went through to S. America. This was disappointing as one would expect the greater saving of time over the long distance to make the service more attractive. He too would like some figures, though he knew we should not get them. He quoted figures to show that each machine of the Com- pany need only fly once a year to carry the total pay-load carried by the Company in a year. MaJsJorR BULMAN referred to the point which had been raised about the Company having a preponderance of water-cooled engines. He gathered that they had been making some tests with the Jupiter. He would be grateful to hear whether water-cooled types were used because no other type was available or because of their lower fuel consumption. At Friedrichshafen recently they told him that they had to use water-cooled engines for long range because of the lower fuel consumption. He suggested that some form of super- charging must be used to cross the Andes. He remarked on the fact that the Company were using castor oil, whereas we after a number of tests had found mineral oil to be satisfactory, provided appropriate clearances were allowed for the reduced viscosity of such oil. He asked whether any form of air filter was used over the desert and if an oil cleaner was used? The Company's 250 hours between engine overhaul seemed fair though we could claim better. Our ambition was to have within two years an engine for flying-boats which would run for 1,000 hours without overhaul. The question had been raised whether, as the flying-boat would have to come in for overhaul after 500 hours, the development of such an engine was worth while. Dr. MERTON raised a point in connection with directional wireless and asked, as all the stations were on the line of flight, how cross- bearings were obtained? Mr. RADCLIFFE aSked what steps were taken to prevent corrosion of the duralumin in the aircraft structures and if any attempt was made to make cabins soundproof. HERR VON SCHERPENBERG aSked whether the political difficulties which arose from a forced landing among the natives along the African coast had become less? Mr. PYE said that at the end of the War some one had got out a figure for air-miles per gallon of fuel, he thought the figure was 30,000. W, where W was the weight of the machine in pounds, This was for a twin-engined machine. Such a figure based on present practice might be useful, though the cost of maintenance might be more important than the question of fuel. He quoted 17s. 6d. per flyingy hour as an all-in maintenance figure for one type of engine. He hoped that we should have some more papers like this. Future tlevelopments can only happen from _ results discovered by huge organisations such as the Company. OCOlvil aviation has relied too much on the fighting services. It must have a technical develop- ment of its own. He hoped that this would be the first of a series of such papers. Everyone was impressed by the immense organisation

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APRIL 9, 1930 | | The Aeroplane | . 677 TI BRITAIN’S LARGEST FLYING BOAT IMPERM EABILITY DURABILITY TAUTNESS | ECONOMY BLACKBURN IRIS III Launched at Brough, 21st Nov., 1929 AND DOPED WITH GIVES CONSTANT TAUTNESS THE V R ; RET IN ALL CLIMATES s Factories :— Telephones :— Hendon (Londen, N.W.9). Gerrard 2312. New York (U.S.A.) Regent 4728. ae ans TITANINE-EMAILLITE LTD., 175, PICCADILLY, LONDON, W.1. SS€@25.5 Seb son." KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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678 The Aeroplane APRIL 9, 1930 of the Company and he thanked the lecturer for coming specially over from France to widen our horizon. While Lieut. Sala and M. Grimault were holding what Col. Sempill called a minor Naval Conference, he took the opportunity of drawing the attention of Sir Vyell Vyvyan, a Vice-President of the Society and a director of Imperial Airways, to the remarks made by Mr. Pye. People had come over from Germany and France to tell the Society about their air transport organisations but no one would come from Imperial Airways to give such a lecture. Lieut. Sata then replied to some of the questions which had been raised. The Company found that the price of castor oil was less throughout their route than mineral oil. Even if the nrice were the same they would prefer castor oil as they have found it gives less deposit and leaves the internal condition of the engine better. The Company had originally used water-cooled engines as no air-cooled engines were available. Ordinary engines without superchargers were used between Buenos Aires and Santiago. St. Paul’s Rocks and Fernando de Noronha were of no use though the Cape Verde Islands were of some use on the way back. The figure of 82 per cent. regularity was for machines less than two days late, the percentage was nearly 100 if machines four days late were included. Sixty per cent. of the entire mail between France and Morocco is carried by air. The mail service to S. America has been regarded as experimental but is now becoming popular. No difference is made between mail and passenger-carrying, the service is mostly for mail and so no attention has been paid to sound-proofing. They have had no trouble from corrosion of duralumin, which is protected by the normal thin coat of varnish. A snecial air filter and oil centrifugal cleaner are _ used. Most of the night-flying was done along the coast, light-houses as beacons. (To this one may add that apparently M. Grimault was too modest to tell us all that he might have said about his line. A visitor from South America who flew by this line told one that from Buenos Aires across Uruguay to Brazil they have an excellent system of landing grounds. Warn- ing is given by radio of night-flying machines, and the landing grounds ahead are lit up. Each remains alight till the machine is signalled as passing the next ahead. The short stages are said to be deliberate, so as to give the engines the shortest possible run between inspections. Things shake loose after four hours which stay put up to that time. Reliability is desirable over forests infested by hostile Indians. And it is still more so over the Rio De Oro, where several pilots and mechanics have been murdered and mutilated by the local Moors.—c. 6G. G.] THE WEST INDIES AND BRITISH GUIANA. In the House of Commons on Mar. 25, in reply to a ques- tion by Commander Bellairs, the Under-Secretary of State for Air said that the Report of the 1927 Committee on Civil Air Transport in the West Indies and British Guiana had dealt only with the question of opportunities for civil avia- tion in the West Indies and it rested with private enterprise to come forward with proposals for making use of such opportunities as the Committee considered to exist. Certain proposals to this end had been made but had not matured owing to financial difficulties. The Secretary of State for using the Air was anxious to further the establishment of British civil air services in this region by all possible means so far as financial limitations permitted. American aircraft were crossing the West Indies and British Guiana in the course of air services between the U.S.A. and Sout: America and one of the companies operated also over Bri‘ish Honduras. U.S. AIR SERVICES IN BRITISH TRINIDAD. In the House of Commons on Mar. 26, in reply to a ques- tion by Mr. Hurd, the Under-Secretary of State for Air said that the Governor of Trinidad had granted for a period of Six months, subject to renewal, a special and temporary authorisation permitting aircraft of Pan-American Airways to fly over and land in the Colony on flights from the United States of America to the Colony and to South America and back. Permission to erect and operate a wire- less station, to extend the jetty at Cocorite, and to reclaim a part of the foreshore, had also been given. The possi- bility of a British air service was being explored. THE ACCIDENT AT LIMPSFIELD On Apr. 7 at about 4.15 hrs. a single-engined Junkers ma- chine which belonged to the Luft Hansa crashed between Limpsfield and Westerham, and then caught fire. The pilot, Karl Wessel, and the mechanic and wireless operator, Gustav Ferdinand Konnert, were both killed. The machine was on an early morning goods service which started for the season a few days ago. At the moment there is no information about the cause of the accident which is at all reliable. The theory has been advanced that the pilot decided to return to Croydon as mist or fog had obliterated the beacons, but there is just as good evidence that the weather was reasonably clear. Reports have stated that just before the crash Verey lights were fired from the machine as if the crew were trying to illuminate a possible landing place, but these stories are just as unreliable as the rest. An experienced person who has inspected tne scene of the accident says that the machine evidently hit the ground at a very steep angle of descent, as there were no marks of the undercarriage having come in contact with the ground before the nose of the machine. If this be accurate then the machine was evidently not flown into the ground, but dived into it. On the other hand, some newsvaver accounts speci- fically mention the lines ploughed up by the undercarriage. All these merely serve to confuse the issue and are a further argument in favour of the publication by the Air Ministry of whatever conclusions may be reached by their Accidents Investigations Sub-Committee which is composed of specialists in suck affairs. THE SURVEYORS CONTINUE. Mr. and Mrs. Alan Butler, who left Heston Air-Park on Mar. 20, arrived at Khartum on Mar. 31. following day for Malakal. On April 5 Mr. and Mrs. Alan Butler landed at Tabora, Tanganyika. They left the A ROYAL PATRON.—His Majesty the King of Belgium (in gray hat and_ glasses) leaving the De Havilland Hercules (Jupiters) of Imperial Airways in which he arrived from Baghdad, piloted by Major H. G. Brackley (without hat, behind His Majesty). Wing Commander Rice, R.A.F., is on the extreme right.

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THE NEWEST AIR NAVIGATORS The following candidates, whose names are given in alpha- betical order, nave passed the examination for 2nd Class Air Navigators Licences,-which was held at the Air Ministry, on Mar. 24 to Mar. 26: Mr. P. Bailey, Flt. Lt. L. K. Barnes, RAF., Mr. F. V. W. Foy, Fig. Off. A. E. Hill, R.A.F., Fit. Lt. Il. W. C. MacKenzie, R.A.F.O., Fit. Lt. M. C. Pascoe, R.AF., Mr. P. Phillips, Miss W. E. Spooner, Miss F. M. Wood. The subjects of the examination were :—International Legislation—Form of the Earth, Maps and Charts—Meteoro- logy—Dead Reckoning and Direction Finding—W/T Navi- gation—The Earth’s Magnetism and Compasses—Visual Sig- nalling. To be successful candidates were required to obtain 70 per cent. of the aggregate marks and not less than 60 per cent. in any one subject. MAKING FOR THE OPEN. Air Associates Inc., who up to the present have had a first floor shop and showroom at 535, Fifth Avenue, New York, are removing all their Sales Department to their ser- vice hangar at Roosevelt Field, Long Island. Their shed at Roosevelt Field is now an authorised service station for Pratt and Whitney products, Wright engines, Ford-Stout planes, Scintilla Magnetos, Stromberg Carburetters, Eclipse Starters, the various instrument companies, and Russell Parachutes. A FRIEND’S PROMOTION. M. Renvoisé, who, since 1922, has been Commandant of the Civil Airport of Le Bourget, has been avpointed Sous- Directeur du Réseau Aérien de Paris, with headquarters in the Civil Aviation Branch of the Air Minist:y in Paris. M. Renvoisé has been responsible for the lay-out of Le Bourget, and those people who remember Le Bourget as it was at the beginning of his régime and know it as it is to- day, will realise the amount of good work done by him in making it one of the finest Air Ports in Europe. M. Renvoisé’s charming personality will be missed by many British pilots, both professional and amateur. He has always been most courteous and heloful to all air travel- lers, and has made for himself a name that is as well-known in England as it is in France. Everyone in British Civil Aviation will wish him well in his new post. CROYDON NOTES. On Saturday afternoon last Croydon Aerodrome was visited by 300 members of the City Livery Club. Those of us who had been brought up in the belief that a Livery Club was composed of pop-eyed, purple-faced, old gentlemen, with bristly white moustaches and highly developed tempers, who had spent the past ten years of their lives in tropic climes, consuming paprika, chillis, curry and high!y inflammable malt and spirituous liquors, to attain a sufficiently livery state to join the club, were bitterly disappointed on Saturday. Actually, the London Livery Club is composed of handsome and charming individuals, and appears to be a sort of combine of all the Ancient Trade Guilds of London. Amongst these are such mysterious crafts as Cordwainers, Lorimers and Silver Wire Drawers, though the latter is said to have no connection with Tin and Zinc Lingerie Ltd. Anyhow, the Livery Club appears to have enjoyed itself pretty thoroughly, as no less than eight paying loads of joy- riding Lorimers, Fletchers, Bowyers and Cuvlers were sent up in an Imperial Airways Argosy. The cup of happiness of these passengers, already brimming, overflowed with a considerable splash when they understood that no less a personage than the famous aviator, Capt. (temp. Major) Gordon P. Olley was to be their pilot. A new joy-riding firm, Aviation Tours Ltd., started their campaign with something of a flourish at Oxford last week. Besides two busy Avros, they had hired or purchased a Handley Page W.8b from Imperial Airways Ltd. This seems a particularly scund move, because people in the Provinces have seen any amount of Avros and such small deer, but not very many big cabin machines. Joy-riding in so superior a commercial aircraft as a W.8b should prove a great attraction, not only at Oxford, but at most of the Provincial centres. The Aeropiane A A LE A A — en cn _—_—— APRIL 9, 1930 On Saturday Mr. McIntosh took Major Holt’s 3-engined Fokker to Italy to pick up Sir Henry Segrave and Mr. Pitt, who is a partner of Major Holt. Mr. Van Lear Black, who left Croydon Aerodrome on Feb. 9 in nis three-engined Fokker, arrived at Tokio on Monday last. A committee composed of pilots and members of the various firms on the Aerodrome has been formed to run the Pilots’ Room in the Aerodrome Hotel more as a club than has been the case hitherto. Anchor Taverns Ltd. have agreed to this, and an annual subscription is to be charged. Certain clesses of aerodrome employees are to be eligible for membership. Some organisation of this sort has been badly needed for a long time and Several useful reforms can be thought of at once. One is the expulsion of a certain type of person whose mammers and habits are Neolithic and who usually is but remotely connected with the Aerodrome. Specimens of this unpleasant race have taken to using the Pilots’ Room more and more in recent times. The other reform is the exclusion of sweethearts, wives and sucif natural phenomena from the Pilots’ Room. This would be a boon and a blessing to the quietly convivial- minded. The Ccmmittee will doubtless be up against criticism and grumbling from certain elements of the com- munity, and a strong hand may be needed at times. As, however, Lieut.-Col. Henderson is president, supported by the redoubtable Capt. Muir and the mildly ferocious Mr. Bernard Wilson, no _ real difficulty need be expected. Visions of President Henderson despatching Comrade Muir and Brother Wilson armed respectively with a length of lead pipe and a bottle of tartar oil in pursuit of a refrac- tory club member should be enough to intimidate even the most inveterate grumbler. Quite seriously the formation of this Committee is one of the best things that has happened on the Aerodrome for a very long time, and we wish the Club all the success in the world.—spry. THE LONDON TERMINAL AERODROME. ANALYSIS OF FIGURES FOR PAST WEEK. Trips per Day.—Sunday. 6; Monday, 19; Tuesday, 20; Wednesday, 19; Thursday, 18; Friday, 19; Saturday, 18. IMPERIAL AIRWAYS LtTp.: London—Egypt—India: London—Le Touquet—Paris—Basle—Zurich: London—Ostend—Brussels—Cologne and return: Machines 40. pas- sengers 326, freight 17) tons. India Route: Inward, passengers 0, mail 613 Ibs.; outward, passengers 0, mail 747 Ibs. AIR UNION: Paris—London : K.L.M.: Amsterdam—Rotterdam—London: Machines 12, passengers 28, freight 7 1/10 tons. SABENA: Brussels—London: Machines 16, passengers 25, freight 33 tons. DEUTSCHE LuFrt HANSA A.G.: Amsterdam—London: Machines 13, passengers 24, freight 3 tons. MISCELLANEOUS : British machines 1. passengers 0. Foreign machines.1, passengers 0. Machines 36, passengers 102, freight 9! tons. Total number of trips by British machines, 41, carrying 326 pas- sengers. Foreign machines, 78, carrying 179 passengers. COMPARATIVE FIGURES. Week ending April 5: Machines, 119; Passengers, 505; Crews, 309; Total personnel, 814. Corresponding week, 1929: Machines, 156; Passengers, 984; Crews, 348; Total personne}. 1.296. Corresponding week, 1928: ; Machines, 134; Passengers, 813; Crews, 263; Total personnel. 1,076. Corresponding week, 1927: Machines, 83; Passengers, 435; Crews, 137; Total personnel, 572. Corresponding weck, 1926: Machines, 104; Passengers, 513; Crews, 143; Total personnel. 656. Corresponding week, 1925: Machines, 98; Passengers, 422: Crews, 132; Total personnel, 554. Corresponding week, 1924: Machines, 37; Passengers, 156; Crews, 61; Total personnel, 217. Corresponding week, 1923: Machines, 93; Passengers, 366: Crews, 153; Total personnel, 519. Corresponding weck, 1922: Machines, 96; Passengers, 171: Crews, 140; Total personnel, 320. Corresponding week, 1921: Machines, 55; Passengers. 183: Crews. 70; Total personnel, 253. Corresponding week, 1920: Machines, 44; Passengers, 46; Crews, 46; Total personnel, 92. MALLITE PLYWOOD USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUGHOUT THE WORLD. Cae ewe [| TELESHONE: = BIS 564} ‘; (4 LIN MAN OPACVTURED FO SPECIOICATION 3.V.3.8Y.- | THE AERONAUTICAL & PANEL PLYWOOD C° L°° 218/226 KINGSLAND

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The Aeroplane - Lightness Strength and Clean design are the salient features of the DUNLOP APRIL 9, 1930 Dunlop Aeroplane Wired-Type Tyre on Well-Base Rim Dunlop Patent extruded section rim Indestructiblerubbercap Heavily webbed light alloy hub casting Grease Gun | lubrication PATENT | AEROPLANE DISC WHEEL discs atile The Dunlop Wired-Type Tyre sereeealine on Well-Base Rim has already set a high standard of safety and efficiency, and now coupled with the PATENT AERO DISC WHEEL places a the Dunlop equipment in the DUNLOP RUBBER COMPANY LTD., premier position. Fort Dunlop, Birmingham. Branches throughout the World. © C.F.H. 241 rss _ : ~~ I, Z, LEZ es el N a ; Z sere t TA I” ~ TAI | SP At OLR L ZY, _———e Ae Trade Mark) TWOwONE d = : ALWAYS STRENGTH COMBINED LIFE PRESERVER WITHLIGHTNESS. | ye ieee READY N alloy with the AIR ww WATER 4 strength and hardness rm 5s *, n oa Ste ome se “at a ae Oo eds Wh cra ‘tte SE oe Die, AD yee el SUP eA of Mild Steel, but having only one third of its weight, and possessing’ exccllent eS machining qualities. gs “0 aH, All enquiries to :— Pax: cal — ais — Rh A, “ ee St | JAMES BOOTH & COMPANY (1915) LIMITED, Pea.) (Soo sae as3) Argyle Street Works, Nechells, yo On ee SE Re es GS St a NG ELA M- The British Russell Parachute Co., Ltd. Telephone: Fast 1221 (Private Branch Exchange). Cables: Licbers 5 letter Code. Telegrams: “ Booth, Birmingham.” Pen‘ley’s Code, A B.C. sth and 6th Edition, Aircraft Accessories, Dominion Works, Dunsmure Road, N.16. Telephone : Clissold 2184. Telegraphic Address: ‘' Parachutes, Stoke, London." —_———S a ee = KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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682 NEW COMPANIES. AUTOMATIC PROPELLER COMPANY LIMITED.—Private company. Regis- tered April 3. £2,720 in £1 shares (340 ‘‘A’’ ordinary and 2,380 *B” ordinary). Objects: To acquire from Victor Lougheed the benefit of certain existing inventions relating to propeller hubs for flying machines, etc. The subscribers (each with one share) are: W. Rampling,. 2, Bond Court, Walbrook, E.C.4, clerk. J. Cookson, 2, Bond Court, Walbrook, E.C.4, clerk. The first directors are to be appointed by the subscribers. Solicitors: Linklaters and Paines, 2, Bond Court, Walbrook, E.C. [This is a firm on whose developments very close watch should be kept. It is likely to have a considerable influence on flying.—Eb.) MORTGAGES AND CHARGES. AERO DEVELOPMENT AND EQUIPMENT Ltp.—Particulars filed of £5,000 debentures authorised Mar. 17, 1930, charged on the company's undertaking and property, present and future, including uncalled capital, the amount of the present issue being £1,000. PERSONAL NOTICES. DEATHS. CLARKSON.—On April 4, at 31a, Holland Street, W.8, of pneumonia, Christopher John. infant son of Christopher and Leslie Clarkson. MARTIN.—On April 6, as the result of a flying accident on Mar. 17 at Farnborough, Sjt. John Martin, R.A.F. FORTHCOMING MARRIAGES. COMBE—BAINBRIDGE.—The engagement is Fit. Lt. Gerrard Combe, R.A.F., third son of Mr. and Mrs. Percy Combe, and Brenda Mary, elder daughter of Mr. and Mrs. Hugh Bainbridge, of Killeen, Lakeside Road, Bournemouth West. LESLIE-SMITH—CLARK.—A marriage has been arranged, and will take place at Ottawa, on April 17, between John Leslie-Smith, M.C., B.Sc., attached to the Air Ministry, Ottawa, Canada, and Dulcie, elder daughter of Mr. and Mrs. P. Irwin Clark, of Broomleas, Budleigh Salterton, Devon. WEST—McLACHRAN.—The marriage will take place on April 22, at St. Jude’s Church, Hill Street, Birmingham, of Fit. Lt. R. wW. Gordon West (R.A.F., retired) and Mrs. McLachran, of 50, Margaret Grove, Harborne, Birmingham. MARRIAGE, CARTER—-MacANDREW.—On Mar. 20, at St. George's Church, Moascar, Egypt, Flt. Lt. Gerald Paul Halliley Carter, R.A.F., son of Mr. and Mrs. W. F. Carter, to Esther Mary Douglas, daughter of the late Major-General Sir H. J. M. MacAndrew, K.C.B., D.S.O., and of the late Mrs. MacAndrew. announced between BIRTH. RHODES.—On April 4, at Grantham, G. C. Rhodes, R.A.F.—a daughter. to Marjorie. wife of Sq. Ldr. The Aeroplane Aprit 9, 1930 (Clifford & Son LT BIRMINGHAM. *SEA-CLIFF" Trade Mark. Phosphor Bronze ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold. Qe esas a SicceEEON SERMERO enonansanaananead Ginnenad meres 2 \W ee a W Sincsnaas yeeeecaeses= = SSS Pn “Se Sica. 4) Ww V Rated WACO eK aK ‘Hasowatian Value Brilliant Performance and Absolute Dependability ...make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO Telephone: Regent 7861/5. Telegrams: ‘‘Impairlim, London.” THE BRITISH AIR SERVICE TO ALL PARTS OF THE CONTINENT GREECE, EGYPT, IRAQ, PERSIA, INDIA & THE EAST All particulars can be obtained from any Travel Agency or from IMPERIAL AIRWAYS AIRWAYS HOUSE, CHARLES STREET, LONDON, $.Wel SS CF.H. es NATIONAL FLYING i THOROUGH AND INEXPENSIVE FLYING INSTRUCTION. AIRCRAFT SALE OR HIRE. AIR TAXI SERVICE, — SERVICES ADVISORY SERVICE ON ALL AIR MATTERS. MAINTENANCE. INSURANCE. COUNTRY CLUBS. y TOURS. NATIONAL FLYING SERVICES LTD.. GRAND BUILDINGS, TRAFALGAR SQUAR!, Telegrams :—" Natflying Westrand, London." Telephone :—Gerrard 9316 (4 lines), LONDON, W.C.2. LONDON (Hanworth); HULL; READING; LEEDS; NOTIINGHAM.,

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APRIL 9, 1930 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted ONLY—18 words 1/-. Box No. ' 6d. extra. AERODROME CONSTRUCTIONS LTD., 39, Victoria Street, S.W.1. AERODROWUE CONSULTANTS (officially approved by Air Ministry). Consultants and Contractors for layout and erection of com- plete Aerodromes, Asphalt, Tarmac, Flooring, Roads, e.c. Phone and Telegrams: VICTORIA 1707. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2., ‘Phone: Regent 5316. ‘Grams: Avjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. The Aeroplane AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co.., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad London.” Contractors to the Admiralty, Air Ministry, War Office. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, New, fitted with Dominion 26 x 24 heavy tread tyres, and new tubes. Pair with axle, 70s. carriage forward; K.L.G. Plugs F.7, 2s. 3d.; Altimeters, 10s. 6d.; Shock Absorber, 5-8 in., 6d. per yard; Aero bolts, nuts, washers, etc., 7lb. bag, 4s. Above postage paid. Send for illustrated list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrationg on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: ‘“ Aviation’ Byfleet. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome’ Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. AIRCRAFT FOR SALE. BROOKLANDS SCHOOL OF FLYINU LTD New Spartan, Cirrus II, unused, latest type wings now be- ing fitted. C. of A., 12 months. £475. Telephone: Byfleet 436 and 437. Station—West Weybridge. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. K.L.M. Technical Service, Rotterdam. For sale Fokker F.III Jupiter, 7 places, £330 without engine. £830 with engine, ready for flight. National Flying Services Ltd (See page 682.) Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd. Authorised Moth Agents. Immediate delivery. terms offered. Sonning 114. £375. Mark II Cirrus Moth. C. of A. 9 months. Recon- ditioned. Repainted.—Phillips and Powis Aircraft (Read- ing) Ltd. Sonning 114. £430. Mark 2 Cirrus Moth, X-type. Slots. New condition. Extra instruments.—Phillips and Powis Aircraft (Reading) Ltd. Sonning 114. Unique hire-purchase Exchange specialists—Reading Aerodrome. 683 AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 682.) ls. a mile; ls. 6d. two passengers. *Phone: Go by N.F:S. AEROPLANE PHOTOGRAPHS. Copies of “The Aeroplane ” copyright photographs may be had on application. All types of Aircraft; R.A.F., Commer- cial and Light. Aviation Activities, etc. 64 x 43 in., ls. 6d. 83 x 63 in., one copy 2s. 6d. Three or over ls. 6d. Larger sizes on application. Photographic Department, THE AERO- PLANE, 175, Piccadilly, W.1. AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vic- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). AIRCRAFT WANTED. Moth X or Mark IV Avian airframes required :—Hampshire Aeroplane Club, Hamble. Immediate cash for modern aircraft, crashes or engines. Pickthorn, 58. Warren Street. W.1 Museun. 7915. ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 ls. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. CINQUE PORTS FLYING CLUB (Subsidised). MONTHLY SUB. 21s. (No entry fee.) Monthly competition for bona fide private pilots on first Sunday in each month —Badminton—Comfortable Club Room and Bar inside Hangar—1? hours’ by car from W. End on main Folkestone Road—Send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated booklet “LEARN AT LYMPNE.” Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- Particulars, Hon. Secretary, 22, Villa Road, Hands- worth, Birmingham. National Flying Services Ltd. (See page 682., Join N.F‘S. Learn to fly. Fly when you wish. PHILLIPS AND POWIS SCHOOL OF FLYING.—£2 an hour. No entrance fee or subscriptions. Five Moths. Per- fect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School. Reading Aerodrome.—Sonning 114. Southern Aero Club.—Thorough Avro Tuition, no waiting list. “B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. The De Havilland School of Flying, Stag Lane Aerodrome. Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. PATENTS. STANLEY, POPPLEWELL AND FRANCIS, Chartered Patent Agents, Jessel Chambers, 88, Chancerv Lane, W.C.2. Telephone. Holborn 6393; Telegrams, ‘“ Notions, London.” TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “ Aeronautical Engineering” Booklet. International Correspondence Schools Ltd., 179, International Buildings, Kingsway, W.C.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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684 MISCELLANEOUS. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley ae Queen Elizabeth Road, Kingston-on-Thames. ’Phone 03665. | Petrolmotor Castings, partly machined, } ho-se (9s. 9d. per set.) Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists in this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793 The old firm of Racing, Flying and Motor Clothing Fame, 19 and 27, Carburton Street, Gt. Titchfield Street, London W.1. (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, "Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland 'Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W D. Lenses), 12s. 6d. (previously listed 42s.). F. W.S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted phone pockets, 10s. 6d.; ordinary Racing Pattern. 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots, Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. Wainwright’s Flying Equipment.—Wainwright Flying Helmet (Passed by A.M.), Lined Chamois, 22s. 6d. Black or Tan. Guaranteed Fit. Fur trimmed helmets, 12s. 6d., 15s. 6d. White helmets, pique or drill, 12s. 6d. Flat type earphones complete, 12s. 6d. Flying mask goggles, clear or anti-dazzle. 12s. 6d. Genuine R.A.F. Sidcots, 57s. 6d. Chrome Leather fiying coats, 84s. to £8 8s. Flying Pullovers, Zip Fasteners, Knitted collar, cuffs and bottom, Suede finish, 25s., wonder- ful value. Write for Catalogue. Wainwright’s, 300, 302, Euston Road, London, N.W.1l. ’Phone Mus. 6260. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES, Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/- Other styles from 83/-. Side t p ttern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super qual ty white or khaki flving suits, fitted zip fastener, 30/- and 35/-.. Wh te or khaki flying hel-rets. ‘atest type, phone pocke's, etc.. 11/6, Approved Air Ministry pattern helmets, best chrome lesther. bla k or tan, chamois lined, 22/6. All leather fleece Jined FLYING HELMETS, 12/6: fur trimmed. fleece lined, 15/- and 22/6: ditto fur trimime , chamois lined, 17/6 a d 27/6, perfect fit assured. D.H. phones, all metal, fabric covere’?, 12/6. Lambsw ol lined gauntlet gloves, 18/6, Fur backed gauntlets, lambswool lined, 25/- Single texture sil: under-gloves, 2/6. double texture, with cauntlet, 5/-. Sheepskin (lying boots, lambsworl lined, fitted zip fastener, 60/; ditto short pattern, 45/. Meyrowitz Luxor goggles, fitted ripley, 40/-; ditto, with lerge curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6 “Mask goggle-, unsplinterable, fur or fleece lined, 12/6. ‘TRIPLEX gogeles. round shpe, 15/-, near shape. 25/-; ditto Aviation mask, 42/-. Ladies and gents' best qualily suede jackets, satin lined, fitted with zip fasten’ rs, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 diys approval, on recet't of cash, cr C.O.D. nirney refunded if not satisfied. Full carriage must ccompany all orders from‘abroad. Special designs carrted out. Trade supftlied: write for quotitions. D. LEWIS, up. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, Loudon. Branches at Birmingham, Liverpool] and Sh ffield. I The Aeroplane APRIL 9, 1930 SITUATIONS VACANT. Crown Agents for the Colonies. Colonial Guvernment Ap- pointments. Applications from qualified candidates are in- vited for the following posts :— Aero Mechanic and 2 Ground Engineers rceyuired by the Government of Tanganyika Territory for the Survey De- partment for one tour of from 20 to 30 months. Salary as Shown below. Outfit allowance of £30 on first appointment. Free quarters and passages and liberal leave on full salary. Aero Mechanic (M/2108). Salary £372-18-£480 a year. Candidates must be trained mechanics with a thorough experience of Hermes and Lynx engines. Ground Engineer (M/2010). Salary £480-20-£600 a year. Candidates must hold Air Ministry Licences A. and B. for Avian and Avro machines. Ground Engineer (M/2011). Salary £372-18-£480 a year. Candidates must hold Air Ministry Licences C. and D. for Hermes and Lynx engines. Apply at once by letter, stating age, whether married or single and full particulars of quali- fications and experience to the -Crown Agents for the Colonies, 4, Millbank, London, S.W.1, quoting the reference oe id against the appointment for which application is made.. First-class Ground Engineer required, A. and C. Licences essential. Write stating experience and salary reauired to Box No. 5804, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Stressman wanted with experience of work to official re- quirements. Apply Saunders-Roe Ltd., East Cowes, I.W. Wanted, Rate fixer for metal aircraft parts. Write giving full particulars of exverience and Salary required. Box No. 5802, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. SITUATIONS WANTED. Aerial photographer, Ex-R.A.F., requires situation. Air Survey experience. Willing to work anywhere. Fly any- where. Young. Healthy. Box No. 5799, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4 An Aero. Woodworker seeks employment on Aircraft. Will- ing to work on Gliders or Models. 8 years’ experience. Box No. 5800, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. G. E. “A” and “C,” desires change; willing to work abroad. Well recommended: present employment flying school; would consider anything. Box No. 5801, THE AERo- PLANE, Cannon House, Pilgrim Street, E.C.4. Ground Engineer, A and C on Le Rhone Avros’ Consider- able experience joy-riding. Disengaged at present. Box No. 5797, THE AEROPLANE, Cannon House, Pilgrim Street. W.C.4. Pilot. “B” Licence.—Ten years’ flying experience in R.A.F. including two years’ deck flying. Considerable flying on light aeroplanes. C.F.S. Instructor and qualified “E” with R.A.F. Public School. Now disengaged. Box No. 5803, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Test Pilot. Sales Manager, or any progressive position. Ex- perienced Pilot, keen. energetic. conversant with world’s market for aircraft. Box No. 5796, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. GLIDERS / COMPANY 17. STOKE ROAD. CUITLDFORD, SURREY. Balloons Airships THE A|[B TREATMENT. Nerves, Insomnia, Obesity, Rheumatism, Gout, Arthritis, Dr, Wilde’s Pyretic Baths, Osteopathy. Mr. A. L, BRYAN, late R F.C., offers special te: ms to R.A.F. 14, HALF MOON STREET, PICCADILLY, W.1 Tel.: Grosven:r 1807. ‘he purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Ter 100 Very keen edge: suitable alike for the strongest beard and tle most tender skin. Every blade guaranteed; ther fo e, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. KINDLY MENTION “ THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 9, 1930 A MACHINE FOR THE BUSINESS MAN It is not until he takes completely to the air that the business man of widely scat- tered interests realises how restricted he was by his dependence on public trans- port. The possession of an Avro Five sweeps these difficulties away and brings the whole world to his doorstep. He The Aeroplane : ae roe Flight pPhotograpn finds that Hamburg is not very much further from his London office than Hampstead! In the comfort and safety of this three-engined monoplane he can travel at any time to any place and be back again before the man who goes by boats and trains has even got there! AVRO-) . (3-ENGINED MONOPLANE) A. V. Roz & Co. Lrp., 166 Piccadilly, London, W.1. Works: Newton Heath, Manchester and Hamble, Southampton The sole English distributors for the Avian light aeroplane are Henlys (1928) Lid., Devonshire House, Piccadilly W.1 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. = fede

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The Aeroplane 3 Apri 9, 1930 The following countries build GREA’T’ BRITAIN EIUNGARY SW DEN JAPAN JUGO-SLAVIA PorRTUGAL SPAIN VT ALY BE{LGIUM FR ANCE SWITZE,RLAND POLAND CSERMANY UNJTED STATES CANADA CZF.CHO-SLOVAKIA RUSSIA and they are flown all over the world. Designed and Manufactured by 66 THE ti AEROPLANE CO. LTD. FILTON — _ BRISTOL. Telegri Raat ation, Bt SF stol. Fale phn — 3006 Bristol Printed for AERONAUTICS LTD., by BONNER & Co. Lip., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Puhlished by AERONAUTICS LtpD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4 EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILLY, LONDON, W.1. ACCOUNTS AND Bt Seda hake ed OFFICES, CANNON HOUSE, PILGRIM STREET. LUDGATE CIRCUS, E.C.4. vhones: Editorial, Gerrard 5407: Advertising, Gerrard 6023; Publishing, \Central 56822.

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soe The Aeroplane Apri 16, 1930 fairey AIRCRAFT. THE FAIREY AVIATION 1 COMPANY - LIMITED -: HAYES: »* MIODLESEX

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686 people who have the votes. Consequently the Portuguese Flying Services seem to have suffered from a succession of what our good Mr. Montague called a “ Hard-faced angel who sits up in the treasury loft.” . But what money has been extracted from the Govern- ment has obviously been most skilfully spent. We were taken round the workshops by Major Cunha e Ameida, who is at the same time commanding officer and chief engineer. The shops are beautifully laid out and are as clean as our most critical engineer officers in the R.A.F. could wish. The men are largely civilian mechanics, but the soldiers of the Air Force are also trained in the workshops. When we were there the shops were busy building a series of Vickers Valparaiso two-seaters, with Napier Lions, and a number of Potez two-seater general-purpose machines under licence to the French firm, and they were also building Bristol Jupiter engines under licence to the Gnome-Rhone firm. The work is done as well as anybody could wish. One feels sure that if Mr. Roy Fedden of the Bristol Company had time to go and look at his Jupiters being made at Alverca he would be quite satisfied with the workmanship which is being put into them. The workshops are equipped with the most modern ma- chinery. But sad to say, it is all either French or German or American,—with the exception of one big lathe which bore the name of a Coventry maker,—evidently our machine- tool people have never been to look for trade in Lisbon. Besides the workshops, the station has a beautifully equipped experimental laboratory, and excellent drawing offices and design department, in which young and obviously highly intelligent men of our own University tyne are em- ployed on the higher technical side of aircraft design and construction. Some of our designers who have to work in some of the older factories would be delighted with the con- ditions under which the people work at Alverca. Besides the purely technical departments and workshops, the station has an Officers’ Mess and a Headquarters Office which would turn any R.A.F. officer green with envy. They are pleasing to the eye outside, and they are exquisitely, though not expensively, equinved inside. And in addition, there is a little hospital with an adequate number of beds for any reasonable number of patients in a small flying force such as this, and an operating room, itself as perfectly equipped as everything else in the place. One gathers that the general lay-out of the station at Alverca and its equipment is largely due to the work of Captain Carlos Beja, an engineer officer of the Headquarters Staff in Lisbon, who has spent many years studving aero- nautical engineering in France and Germany. Major Cunha e Ameida, already mentioned, has likewise spent much time, a great deal of it his own private time when on leave, study- ing aviation and the engineering side in foreign countries. And to these two officers the highest credit is due for having produced such a highly efficient and well-organised station under such difficult financial circumstances. There is a good deal of satisfaction to be got out of the fact that in their task they are helped considerably by Vickers Ltd., who have supplied much material to the Portuguese Army. While at Alverca, we were introduced to a Junkers mono- plane with a Juviter engine in which Colonel Cifka Duarte and another officer propose to fly across the Atlantic by way of the Azores. The machine is of the same type as the Bremen which, so far, is the only aeroplane which has crossed the Atlantic from East to West. Everybody will wish these two officers success in their bold venture. The Aeroplane - Aprit 16, 1930 .In every way one was immensely im- pressed by the Portu- guese Military Avia- tion Service. Apart from the _ Alverca Station, which will always remain in one’s memory as an example of an Air Station as it ought to be, one saw a great deal of the Portuguese military aircraft in the air. One morning, 12 ma- chines in very good formation came over Lisbon when the visi- bility was none too gsod because of low clouds. On other days one saw Avros from Amadora flying around casually over the rocky and tree- clad hills about Sintra. The amount of fly- ing done is large, and the flying is of high quality. And whenever a mulitary machine has a crash, which is. naturally fairly often consider- ing theancient tyves of machine and the quality of the ground on which the pilots have to make their forced landings, the Lisbon pavers all cry out. But when such a thing hap- pens there is no re- proach against the engineer officers who are responsible for the equipment of the military air service nor is there any re- proach against the pilot, for their officers and mechanics do their best with the materials available and the pilots handle the machines skilfully. The difficulty is purely financial. THE COMMANDING OFFICER.— Major Cunha e Ameida, in charge of the Alverca Air Station. -(** Aeroplane "’ photograph.) NAVAL AVIATION. After having seen the chief Military Air Station, naturally one went to see the chief Naval Air Station. This is on the banks of the Tagus, at the harbour of Bom Sucesso. The harbour is so cailed because it is that from which Vasco da Gama began his great success,—the historical voyage to the East Indies. It is close alongside the Belem Tower, a quaint and rather beautiful square tower-fortress built somewhere about the 15th or 16th century in the middle of the river to keep the Dutch from raiding Lisbon. The Air Station, which is commanded by Lieutenant Pedro

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APRIL 16, 1930 The Aeroplane 687 Unique Successes nith SOLS ey In the AIR—First and only non-stop flight from ee England to India—4,130 miles in 50 hours 38 mins. RG ; Fairey (Napier) monoplane. First and only formation flight from England to Australia—1 80,800 engine miles without mechanical ey, trouble. Four Supermarine-Napier flying boats. oe For five successive years four Fairey (Napier) air- 6. craft have flown in formation from Cairo to Cape 6). Town and back, covering in all 208,000 engine ee ‘t miles without trouble. 3). Sf : 63 | On LAND—world’s land speed record. Sir Henry Segrave, dtiving his Irving-Napier, set up the — World’s land speed record of 231 m.p.h. Capt. Malcolm Campbell with his Napter-engined Bluebird set up World’s land speed records for 5 miles—211 m.p.h.—and 5 kilometres—216.03 m.p.h. L ; Te PABA, FAr On SEA—tTheWorld’s record specd for single-engined Ni motor boats, the Championship of the World, Championship of Germany and Championship of Europe, were secured by Sir Henry Segrave driving his Napicr-cngined Miss England. 2 IK INSTALL YOUR AIRCRAFT WITH THE NO ANG ANG SASASS Re “No “OAS The finest aero engine in the World ACTON, LONDON, W .3 P| ASS Wh ASV 65 ae ces, ae Ol be Ora ° uks be Q's DS 2K. ERC RESR CRS ECO RO ROR RRO DLA AIEAS ALAS Sunde Senders _ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APR 16, 1930: The Aeroplane © | 689 OVER 30 MILES COURSE ar] 13; ae | HERMES AVIAN G-AAVP, OWNED BY MR. PLAYER AND PILOTED BY FLYING OFFICER H. H. LEECH, WON THE MEMBERS’ RACE AT THE OFFICIAL OPENING (UNDER THE AUSPICES OF NATIONAL FLYING SERVICES LIMITED) OF THE BERKS, BUCKS & OXON LIGHT AEROPLANE CLUB ON SATURDAY, APRIL 5TH, 1930. ae enna FORTY-NINE DISTINCT TYPES OF _ BRITISH AND FOREIGN AIRCRAFT ARE POWERED WITH CIRRUS OR CIRRUS HERMES ENGINES—-SELECTED FOR THEIR PROVED RELIABILITY IN FLYING CLUB SERVICE,. AIR RACING, INTERNATIONAL COMPETITIONS AND ALL THE GREAT PIONEER WORLD FLIGHTS BY LIGHT AIRCRAFT. CIRRUS AERO ENGINES Ltd. Regent House, | See en 89, KINGSWAY, LONDON, W.C.2. “ OCIRRUGS TENDON.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS,

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690 The Aeroplane RI Fae ve 3 sehen ta rresp bana st ey | + vi * ( THE FIRST ACROSS.—Admiral Gago Coutinho and Commander Sacadura Cabral, the first aviators to cross the South Atlantic by air. that one’s utter ignorance of Portuguese prevented one from hearing the jokes. But one gathered that they were much on the lines of those which one would find on a Royal Air Force Coastal Station any time when naval officers were being put through it. There was, one gathered, some ques- tion about whether a Naval officer cared to go uv with a pilot who had only just taken his Aviator's Certificate, and whether if he did go uv with him, he would mind much if the aviator practised doing a few loons in a flymg-boat. The young naval officer looked as amiable as could be ex- pected under the circumstances. The whole atmosphere of the station was thoroughly cheery and thoroughly full out, and obviously it is what in our Navy we call “a havvy shiv.” Lieutenant Pedro Rosado is to be congratulated on his command, and the officers and men under him are to be congratulated on their commanding officer. . Goop SuccESss AGAIN. The seaplane station at Bom Sucesso has justified its name in aviation as it justified its name nearly 500 years ago as a seaport. From it, Commander Sacadura Cabral and Captain Gago Coutinho started in their Fairey seaplane (Rolls-Royce Eagle engine) on their great voyage which ended in their becoming the first men to flv across the South Atlantic. The old machine on which they completed the voyage, called the Santa Cruz, still hangs in the main sea- -plane shed at Bom Sucesso as a memorial of the feat, after having done several years’ service since then at Macau, the Portuguese colony in China. There is a monument on the station which commemorates this great voyage, though it was actually erected to. commemo- rate the gallant pilot who made the voyage and was after- wards lost at sea, flving from Holland to Portugal. This monument to Commander Sacadura Cabral avvears here- with. It is one of the most beautiful nieces of work of its kind that one has seen, and the vitv is that it should be placed between two blocks of buildings on the quay instead of being placed out in the open on the pier-head, where it could be seen by everybody coming into or out of the harbour as well as by people on the shore. PORTUGAL’S NAVIGATOR. This famous flight to South America, which fully deserves to rank with the great flights by the Portuguese navigators in the fifteenth century as an example of skill and bravery. is the more remarkable because the second member of the crew, Cavtain Gago Coutinho, was already over 60 vears of age when he made the iourney. Captain Coutinho was then already known as one of the greatest scientific navigators, and he had taken an interest in aviation from its earliest days. APRIL 16, 1930 a I He thought himself too old to be a pilot, bul he flew as a passenger and soon discovered that even the finest-of pilots in. those days knew nothing whatever about actual naviga- tion out of sight of land. Consequently he set to work and designed a svecial form of sextant for air navigators. This instrument, now Known all over the World as the “ Coutinho Sextant,” is, one is told, auite amongst-the best instruments of its kind produced in any country. Also Captain Coutinho, who has since been deservedly promoted to the rank of Admiral, has written a treatise on “Air Navi- sation in Commercial Service to South America,’ which is recognised as the standard work on the subiect. Admiral Coutinho has also written a vivid account of his voyage across the Atlantic with Commander Sacadura Cabral. And with it, he has given all the navigational de- tails and the system on which he worked out his cource across the South Atlantic. Next week one hopes to discuss Admiral Gago Coutinho’s ideas, based on his personal experiences, of how the air- mail lines across the South Atlantic should be run. (To be continued.) THE BRITISH SCIENCE GUILD. The British Science Guild announce that the Right Hon. Sir Samuel Heare, formerly Secretary of State for Air, has accepted nomination as President of the British Science Guild in succession to the Right Hon. Lord Melchett. The election of Sir Samuel Hoare will take place at the annual meeting of the British Science Guild in the course of a few weeks. . THE I.C.A.N. As from Avr. 15, this vear, the seat of the International Commission of Air Navigation will be 15 bis, Rue Georges Bizet, Paris (16eme), instead of in the Avenue Kléber. The telephone number is still Passy 37-34. A SPORTSMAN’S MEMORIAL. Brigadier-General Sir Alexander Hore-Ruthven, Governor of South Australia, on Apr. 13 presented a cot to the Children’s Hospital, Adelaide, in memory of Captain the Hon. Hugh Grosvenor, who was killed on Jan. 7 while fiving over Hobson’s Bay in the Wackett Widgeon. The cot has been endowed by public subscription, ; : ‘ SO ~ . ANY ‘ AS s - ay s : & ‘ xy e ‘ aS . . S Aone ~ ; N : “ x X . a N P N 5 . > IN MEMORIAM.—The Monument to Commander Sacadura Cabral at Bom Sucesso.

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Apri 16, 1930 The Aeroplane 69) ALL-METAL LINCOCK SINGLE-SEATER FIGHTER AND ADVANCED TRAINING MACHINE ALTERNATIVE POWER UNITS Supercharged Lynx IV. 215 h.p. Lynx IV. 220h.p.Geared Lynx VI. 250 h.p, Lynx Major. Normal military load. 24-3 hrs. duration. Remarkably high performance in relation to comparatively low power. Exceptional manoeuvrability owing to compact weight — _____ distribution and well-balanced controls. Very durable ee construction. Economical to run,and easy to maintain. THE BLACKBURN AEROPLANE AAP SS \.-- London Office; AMBERLEY HOUSE, AND MOTOR COMPANY LIMITED, / | Lue iaearie Fa .<., NORFOLK'ST/ STRAND, Wic.2. Head Offices € Works: BROUGH, EAST YORKSHIRE, / are World Distributors ofour \ \\ elephones: Brough l21(slines)Ternple Bar 7822 557, ‘Agency applications invited. ~ Telegrams; Propellors, Brough. lt london. = . Lice) } - KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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692 The Aeroplane APRIL 16, 1929 THE HOUSE OF LORDS ON AIR POWER. In the House of Lords on April 9 Lord Trenchard rose to call attention to the development of Air Power. and. having regara to the importance of an adequate and efficient Air Force to the British Empire and its proved efficiency and economy as an instrument of control in the Middle Kast, to ask the Government for a statement of their policy: and to move for papers. The Noble Lord said :— My Lords, it is with great diffidence that I rise to address your Lordships for the first time, and I would ask you to forgive me in advance for my many failures to express myself clearly, for I know well my limitations as a speaker. Another point that worried me considerably was whether I was right to ask this Question at all in your Lordships’ House, but. after twelve years in Whitehall, I cannot help knowing the great interest that your Lordships’ House has always taken in matters of Imperial Defence. There have been many among you who have had verv distinguished careers in the Navy and the Army, but I am the first humble representative of the Air Service to come amongst you, and therefore I thought that I ought to say what it is that the Air Force have been thinking and work- ing for during the last ten years. In asking the Question which stands in my name, I thought it my duty to point out the rapid increase in the Size of the Air Forces of Foreign Powers, and to state how, since the War, the Air Service has developed. Recently the Under-Secretary of State for Air, Mr. Montague, in another place, stated that the first line strength of the Great Powers was as follows: France had 1,300 first line machines, Italy had 1,100, the United States of America 900, and Great Britain 770; this means that we are fourth. Surely that is a fact that demands very earnest considera- tion, if we are already becoming, and have indeed, already become, aS dependent for our very existence on the Air Service as we have been in the past, and still are, upon the Navy. I feel that this is a subject that wants careful watching, and I would ask the Noble Lord, the Secretary of state for Air, what is the policy of the Government with regard to this matter at the present time, and par- ticularly with regard to the Home Defence Force that was sanctioned after many months’ very exhaustive inquiry in 1923 and has been endorsed by three successive Parliaments? Is that Force going to be continued? I feel certain that, so long as the Noble Lord, Lord Thomson, is Secretary of State for Air. he will be no party to one-sided disarmament. To leave tnat side of the question for the moment, and to turn to the second part of my Question—namely, the efficacy and economy of aircraft as an instrument of con- trol in Middle Eastern theatres—I cannot deal with this point without touching briefly upon air development since the War. I hope that I shall not trespass too much upon your Lordships’ patience if I try to explain how the Air Service has developed. It is a very big subject, and I cannot touch upon a large part of it in a short statement to-night. I shall not touch upon civil aviation at all... I feel certain that Noble Lords will agree with me that the pilots and mechanics in the last War built up the finest air fighting machine in the world. It was built up to deal with the enemy’s Air Force. British characteristics were given the fullest play and the result is the Air Force that you see to-day. But when the War was over the question at once arose of haw to organise the Air Service for peace. It appeared to those with whom I served and worked in thosSe days that the Air Service had been developed with a single eye upon dealing with the threat of an enemy Air Force. It was clear te us that, if this was the only way in which we could use the Air Service—namely, against an enemy Air Force—then, during the long years of peace, we should be superimposing expenditure for the Air Service on the already heavy expenditure for the Navy and the Army at a time when the financial burdens of the country were well-nigh insupportable. Those under whom I worked felt that, unless the Air Force could be used in other directions, this expenditure would be the last straw. We considered, therefore, whether the Air Service could take over—as it would have to do in > order to justify this enormous expenditure in peace—some of what I might call the humdrum responsibilities of peace that the Navy and Army had performed for so many hun- dreds of years. It we had no responsibility in peace, all the expense of the Air Service would be simply added to the expenditure on the Navy and the Army. How was the Air Service to be developed to take over those humdrum responsibilities? Mr. Churchill, who was Secretary of State for Air imme- diately after the War, said that the Air Service must accept in. peace some of the responsibility of trying to keep the peace in countries and in waters that had been patroiled in the past by the Navy and the Army. and that, if it could not do so. it would not be bearing its fair share of the burden of Imperial defence. At the same time he proposed that the Air Service should be responsible for keeping peace and order in what was then known as Mesopotamia. The Air Staff willingly accepted that responsibility. Why did we accept it, and why did we think that we could pos- sibly succeed? We thought that, if full use were made of the m bility and the moral effect of the Air Force, it could keep order in these wide spaces of the British Empire. I would ask your Lordships to remember that outside Europe the Empire consists of very wide open spaces. We thought that, if mobility in the air were fully used and if a rising took place 200 miles away, instead of having to take weeks. if not months, in organising and getting to the seat of the disturbance a ground force, within perhaps two hours aeroplanes could be there. There would be no vulnerable lines of communication to attack; there would be no convoys to cut up; there would be no railways and roads to make: and that is what we mean by using to the fullest extent its mobility. In operations by ground troops In these open spaces— I do not want to weary your Lordships—my experience :s that in these countries the native knows every inch of the country, and can take the fullest advantage of the fact. He is armed and equipped probably with a rifle as good as cur own, and can inflict a great number of casualties and cause great delay and great expenditure. I will leave the question of mobility and come to the moral effect of using the Air Force. The natives of a lot of these tribes love fighting for fighting’s sake, and for the sake of the glory and loot. They have no objection to being killed. some of them, if they can kill you and take your rifle, and, it may be, some domestic article Tike your boots, but they do not like fighting if they may only lose their boots and have no chance of getting yours. . If I may, 1 will put it in another way. Many of us would not mind betting half-a-crown if we have a chance of win- ning the other man’s half-a-crown, even if we run the chance of losing our own, but very few of us will bet six- pence if we have no chance of winning the other man’s sixpence and may lose our own sixpence. It reminds me of a story of actual fact that happened to me in one of these countries some years ago. A tribe had risen and caused a good deal of disturbance. An expedi- tion, of which I was in charge, was sent to restore order. When we got close we received a message sent in by a native, saying: “If you will leave behind the gun that pumps fire I will fight you. If you bring it I will not.” The eun that pumped fire was a Maxim. We took that gun, there was no fighting, no casualties, and the tribe came in. This may sound unsporting or unfair, if you can use such a term as unsporting in such circumstances, but I submit it is not so. If you are going on equality of armament, then we should have given up our rifles and guns at Omdur- man. and used spears. It is only just to your own side and others if you can stop fighting by being better armed, or armed with a different weapon, and surely we should do it. What the Royal Air Force have felt for some years is that if the Air Force is used quickly and rapidly, and a disturb- ance occurs a long way off, and an aeroplane is sent rapidly, there may be no need of dropping one single bomb. The mere presence of the aeroplane, owing to its moral effect, is sufficient. I sometimes feel it would have the same effect as among more highly civilised people if one man had a revolver in each hand and the other had not. The unarmed man would submit without a fight. The Air Force feel that if we could use the air in these far-off distant places quickly, it might stop trouble, instead of having to wait for months while a ground expedition is prepared; and I have known the weeks and months that such an expedition has sometimes taken to prepare. I believe that in 90 per cent. of the cases in which the air has been used in the last eight years no bombs have been dropped. I would ask if it is not possible for the Secretary of State for Air. Lord Thomson, to give us some information as to the number of-cases in which the mere appearance of the aeroplane has done the work. This brings me to another side of the question, that of humanity. For twelve long years we have often been told that it is a most inhuman weapon, but is it? After the few points that I have tried to indicate to your Lordships, is it inhuman? If a column goes out to restore order with its long lines of communication it is likely to have a number of little scraps, and to be continually fighting. It has sometimes to burn villages. Does the Air Force do any worse? I am not saying for one moment that we are

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‘APRIL 16; 1930 ‘The Aeroplane 693 0 . Kae . : =. = age ’ ae] rg nv 4 : RS RSS nt eS ‘ . BS KS 1 a « ' >. ky y ‘ & : 3 : 2 av he eS : Si iv oss Se wee we N just over 4 years’ seven Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi- mately 11,296 hours. They have. carried over 80,000 passengers; they have crossed the Channel approximately 4,200 times. The Argosies are the safest, best paying and most easily maintained air liners in existence. ARGOS AIR LINERS SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. | Works and Aerodrome: Whitley, Coventry. London: 10, Old Bond Street, W.1. KINDLY MENTION. “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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694 The Aeroplane APkn. 16. 1930 exactly on the same plane, but I say that the wéapon oy its very nature does not kill so many people. A large number of people think it is quite true that if Olympia were full of people and a bomb were dropped it would create horrible casualties. There would be created worse casualties if Olympia were fired at by a gun under the same conditions. I submit that the Air Force is not more brutal than any other form of warfare, and all warfare is brutal. May I give your Lordships a few incidents without weary- ing you? I know with regard to India that the question has chiefly to do with the Government of India, but I hope that the Secretary of State for India may be told by Lord Thomson about these remarks. There were some air operations on the frontier of India im 1927, carried out in the Mohmand country. In 1908 there were similar operations in the Mohmand country. In both cases a leader appeared preaching a Jehad against the English and raising lashkars to fight. In the 1908 operations, owing to the unrest and threats on the Indian frontier, columns had to be organised, and this tended to harden the tribes against us—they suspected an invasion; whereas in the 1927 operations there was no movement of troops with the exception of a column which was at Shabkadr. in case the air operations failed, as they had not got the faith in the air which I think they have now. In the 1908 operations a column had one month’s march- ing in enemy country to achieve its objective. In the 1927 operations air obtained the same results in two days. Our casualties in 1908 were 52 killed or died of wounds, 205 wounded, and 185 horses killed. The enemy losses are believed to have been about 450 killed. I am not counting the large number of sick and cholera cases, which prac- tically never occur in any air operation. In 1908 the column had to make a circuitous march through the country and burn villages and large stocks of supplies. In 1927 we haa no casualties, and we believe that the enemy’s were very small—-in the neighbourhood of forty or fifty. The Mohmand operations in 1908 cost 1,800,000 rupees against 23,000 rupees in the air operations of 1927—roughly eighty times as much. There have been many similar cases. I would ask the Secretary of State for Air whether he could not give us the cases in which in the last five years the air has been used on the Frontier, and what it cost, and compare it with five years either immediately before the Great War or when air was not used to this extent. I turn for a moment to ‘Iraq. My right hon. friend Sir Samuel Hoare in another place gave full details about ‘Iraq in the discussion on the Estimates, so I will not labour that at any length. But when that question was discussed at the Cairo Conference in 1920 or 1921 it was estimated that the defence scheme would have cost something like £10,000,000 per annum. The air scheme, on the other hand, was estimated to cost only £4,000,000, with a promise of an early reduction. The actual cost to-day is £1,500,000, and, though I have seen this amount queried, if Sir Samuel Hoare’s figures were correct, it includes the whole cost of the Service in ‘Iraq, including n.oney given towards the ‘Iraq Army. Every figure stated in the other House was correct in every detail. A year ago there were many troublesome times in the Southern Desert with the Akhwans, and the whole desert was in danger of rising. In fact, some of the telegrams prophesied that there would be a Jehad rising against the British. During those operations the squadrons engaged did 6,000 hours’ flying and carried 450 tons of stores to the advanced desert bases, where armoured cars, or other cars, could not go owing to the soft sand. I would ask you to picture what it would have meant. to subdue that rising if it had not been possible to use the air. It would have most likely meant building a railway in the desert, as we had to do for Khartum, and would have taken months or years. Again, quite recently there were 7,000 troublesome tribes- men who had been in rebellion and had been raiding us. They invaded ‘Iraq and Koweit, and there was serious danger of 2 conflagration that we could not really set bounds to; the whole centre of Arabia might have risen. By air action and the threat of air action the loss was only two camels, and the whole of the 7,000 surrendered to the Air Forces One other short case. Take Aden. Aden is an awful country, an impossible country. The climate is very bad. There were two battalions and a flight of aeroplanes there, shortly increased to a squadron. The Imam had invaded the Aden Protectorate to a depth of forty miles, and cap- tured a place called Dhala and strengthened the fort there enormously. He mercilessly persecuted the tribes, which were nominally under British protection. For eight years this went on, for eight years these tribes asked for relief, aed they gct none. It was asked how it could be dealt with. I saw it was stated in the other House the other day that, without the use of Air Forces, it would have cost £6,000,000 to £10,000,000 to turn the Imam out. The sickness would have been very great, and it would have taken a long time, and probably several battalions of infantry. The affair was handed over to twelve young officers of that squadron, and the two battalions were relieved, and they left before the completion of the operation. And I think I am right in saying—the Secretary of State for Air can tell us—that within six weexs the Imam was out of Aden. There was nobody killed on our side, except one man by accident, and only about twenty on the other side. The cost, I believe, was about £8,000, and the Iman has never crossed the border again. There was the case of the Mad Mullah of Somaliland. In the early days when I joined the Service we were fighting against him every other year. At long last aeroplanes were sent against him, and now the Mad Mullah has vanished for ever. I would ask the Secretary of State for Air this question: Is it not possible to have an inquiry and to see what other humdrum responsibility in peace time we can take over? -I may be prejudiced and entirely wrong, but is there any harm in inquiring place by place and seeing which is the ee economical means to employ, both in money and in ife? ; I am not one of those, however much I may be accused of it by my friends, who want to do away with Army or Navy. Far from it. The idea is absurd. But I do say that we should investigate and find out what other humdrum responsibility the Air Force is justified in taking over in peace time. What about the frontier of India? What about the Persian Gulf, the Red Sea, the Sudan, and other places? All I say is that if after inquiry it is found that one of two points is not satisfied, then there is no justification to make any alterations in the existing system. Those two points are—if the Air Force can do it more efficiently for the same money, or as efficiently for less money. If neither of those two points can be met in any one case, I for one do not want to press for the Air Force to take over the duties, because I am really thinking of the efficiency of defence as a whole. I hope I have not wearied your Lord- ships. I beg to move. ADMIRAL OF THE FLEET THE LorRp Beatty said that if the R.A-FP. would take over the duties now performed by the Navy in the Persian Gulf and Red Sea there would be great rejoicings in His Majesty’s Navy because these were places, above all others, in which they did not wish to serve. Duties in these waters, however, were principally concerned with the suppression of slave traffic and arms traffic and could only be controlled by naval forces. Dhows had tc be stopped, boarded, examined, and if guilty, towed into port. A fiying-boat could not do this work without risk of grave damage or destruction. Another duty of the Navy was to look after the Resident or the political representative. A fiying-boat could carry him about quickly but it could not accommodate him. A very important service performed by His Majesty’s Navy con- sisted in the exchange of courtesies, hospitality, receiving the authorities on board and obtaining their goodwill as well as im- pressing them with a sense of the power of the British Empire. Flying-boats and aircraft could not exist in the Persian Gulf without having ships to assist them, therefore no economy would be gained. Operations necessitated a ship remaining for a period of weeks at a port where trouble was likely to occur. The actual presence of a sloop had, on occasions, prevented a disturbance from arising. For nine months in the year the weather conditions in the Red Sea and in the Persian Gulf were such that flying-boats could not alight upon the water. GENERAL THE EARL OF Cavan Said that he thought that a question of pure strategy such as this should have been submitted, first of all, to the Committee of Imperial Defence. That then the Committee of Imperial Defence would have referred a question so closely affecting all three Services to the sub-Committee of the Chiefs of Staff and that they would have made such recommendations as they couid. The principles of Imperial Strategy were unchanged. Each of the three Services must be inter-dependent. An Army without aircraft was blind. An Air Force without an Army was unprotected and in pro- portion as it had to detach ground forces for its own protection by so much did it weaken itself in its proper element. And both Army and Air Forces were dependent on the sea arm. Was it not desirable in the interests of the future of humanity that there should be at least some thought given to the mode of warfare by bombing. Bombing must be indiscriminate and casualties might be inflicted on the wrong people. [One is amazed to see Lord Cavan bringing up such an argument as this. Are not casualties inflicted on the wrong people by long- range gun-fire? Were not civilians discommoded by his attack in the * later days of 1917, when he used tanks properly for the first time in history, and made such a quick advance that his guns_ shelled villages in the area occupied by the Germans which had been un- touched for three years? And were not casualties inflicted on the wrong people by Tilly and Wallenstein? War cannot be made simply a trial of professional skill.—c. Gc. G.] THE MARQUESS OF LONDONDERRY Said that the Noble Lord {Lord

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SHAT ji vif iH dssiiclibeddpagiall Apri. 16, 1930 The Aeroplane World -Wide | ARMSTRONG _ SIDDELEY Dominance AERO ENGINES is shown by the following list of countries where they are in use: AUSTRALIA uses Genet, Genet Major, Mongoose, Lynx, Jaguar. NEW ZEALAND uses Jaguar. CANADA uses Genet, Genet Major, Lynx, Mongoose, Jaguar. — SOUTH AFRICA uses Genet, Genet Major, Lynx, Jaguar. INDIA uses Jaguar, Genet Major. IRELAND uses Genet. EGYPT uses Jaguar, Genet Major. FRANCE uses Genet, Genet Major, Lynx. GERMANY uses Genet, Lynx, Jaguar. BELGIUM uses iviix. SPAIN uses Lynx. HOLLAND _euses Lynx, Jaguar. SWEDEN uses Mongoose, _ Lynx, Jaguar, Leopard. AMERICA uses Genet, Genet Major, Jaguar. ARGENTINE uses Mongoose. BRAZIL uses Lynx. CHILE uses Lynx. Mongoose, ESTHONIA uses Genet Major, Lynx. LATVIA uses Lynx, Jaguar. JAPAN uses Mongoose, Lynx, Jaguar, Leopard. DUTCH EAST INDIES uses Lynx. IRAQ uses Jaguar. MALTA uses Jaguar. DENMARK uses Lynx, Jaguar. ITALY uses Lynx. RUSSIA u-es Jaguar. POLAND uses Genet. GREECE uses Lynx, Jaguar. SWITZERLAND uses Lynx. ROUMANIA uses Jaguar. SIAM uses Lynx. SINGAPORE uses. Genet Aor: ) ’ ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND, ; and 10, Old Bond Street, ondon, W.1. KNOWN AND FLOWN ALL OVER THE WORLD. KINDLY MENTION “THE AEROPLANE.” WHEN CORRESPONDING WITH ADVERTISERS.

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656 The Aeroplane APriz 16, 1950 Trenchard) who had raised the question had spoken of the formia- edie Air Force which had developed during the War and the speaker asked to be allowed to pay the tribute to him. which he deserved £o much, of saying that it was due to his initiative and courage and to his splendid industry that we did develop that Magnificent Air rorce. But while his services in War were certainly second to none. his services in peace time. during the period in which he had to use ail his administrative abilities, had placed the Air Force in the very Satisfactory position in which we found it at the present moment. He thought that in the very eloquent speech which Lord Trenchard Nad made, containing as it did so many instances where the Air Force nad been highly efficacious. he had shown that the Air Force had eone a great deal in bringing advantages and benefits to various por- tions of the Empire. He had been much struck by the greatly increased expenditure which ether countries had thought fit to make on their Air Services. The expenditure of various countries was an index which it Was our duty to consider, but he did not think that this should detract in any way srom the congratulations which were due Primarily to his noble friend who initiated the debate and to nim and the Secretary of State for Air by reason of the fact that, whereas they had maintained an efficient Air Force, the expendi- ture of this country on the Air Force had been considerably less in proportion than the expenditure which had fallen upon other countries. This pointed very Clearly to the prudent administration which had been the rule and habit of the Air Ministry for some considerable time. He felt that in this combDaratively new arm there were oppor- tunities and activities in which the employment of the Air Force could not only save money but could be of a more humane and of a more efficacious character than if the other Services were called upon to carry out those duties. prevention or repression of disorder in certain Parts of the Empire. In the first place the Air Force Its power lay in its mobility and in its ability to strike quickly and Strike hard. But many parts of the Empire had been and were being consolidated and pacified by tact with the officers and men of our Forces. The Air Force could not Possibly maintain such daily contact and éssociation. It was true that they could visit distant localities from time to time but the ordinary method of keeping in touch was to send 4n aeroplane to circle over those Places. This was taken by the inhabitants as a threat. If we were to make these people contented. happy and actively loyal we must inspire them with some higher and aeeper feeling than Passive acquiescence in our authority. {Lord Plumer’s theory that quartering troops among native popula- tions makes the people contented and actively loyal is interesting.—Ep. } His second reason was that the principal punitive power of the Air Force lay in bombing. Bombing was a most effective weapon for of villages and habitations it was a mischievous power. The memories of bombings would not easily be effaced. Incurring any expenditure for the maintenance of public security was false economy unless it was quite certain that the measures adopted would be such as to ensure permanent pacification. He had the highest admiration for the gallantry, zeal, energy, resourcefulness and readiness to undertake their duty of the officers and men of the Air Force, but he did not believe from the character and nature of the Force that it was best fitted to be entrusted with the duties of public security. THE Lorp Lioyp said that he would like to take the opportunity of associating himself, as one who had lived alongside the Air Force in two different Parts of the World for the last twelve years, with the tribute that had been paid to Lord Trenchard and to the work that he had done for the Air Force. None who had seen much of the Air Force, of its spirit and of the gallantry of its officers and men, could fail to feel that its existence in its present condition was a Marvellous monument to the zeal, the courage and the enterprise vf the noble Lord who opened the debate. He viewed with alarm the possibility of the Air Force being used as & primary arm on the North-West Frontier of India. The re-conquest eof Waziristan in 1920 had cost us 3,000 casualties and several crores of rupees, and this had been followed by the penetration of Waziristan by military roads so that we could reduce our military com- mitments and yet provide adequate security by swift transport. Ever since we had adopted that policy of control from within, our policy had been one of Civilisation and pacification. We had learned that the crux of the problem was an economic one. There had been no raid into British territory for four years, because the fact of our eccupation was relieving the economic pressure. The substitution of ir control for ground control was going to involve a complete re- versal of our present policy. Whatever air contro] could do it could never civilise nor Pacifyv people. [Lord Lloyd did not refer to the possibility of the invasion of India from the North.—Eb. ] With regard to the position in the Sudan and Africa the air arm used alone would afford no security. In East and West Africa and in the Sudan the country was such that it was practically impossible for even a large force of men to be adequately seen from the air. In many African countries the enemy consisted of a single individual but there could be no selection from the air. The substitution of an impersonal and inhuman agency whose weapons could only be intimidation and punishment for the personal human weency of the administrator in the East and in Africa would have a most damaging effect upon our reputation throughout the East. In the service of policing as in the case of War there was ample room for both the Army and the Air Force. THE Toro Goretz said that Lord Trenchard had been wise in his moderation, He had put forward no claims but had dealt with facts. He had not put forward the Air Force to administrate rather than the civil administration. His point had been that if punitive : called for it might be possible for the Air Force to porte hese econeineaily and more humanely than bodies 2f trocps oe be cee said that the frontier of India was much more than a military or air question. It was very largely an SC OnvENE Lea roe: He hoped and believed that the days of raids and punitive expecitions ae OF STATE FOR AIR (LORD THOMSON) een ae self with the tribute paid to Lord Trenchard and said pa : ee been Lord Trenchard’s lot i have an Pea iar aags een geaau a 2 = hi hey are still in the prime o a s ce ies core reach such complete fruition. Lord i peleracncl ea he first joined the Air Force, had found it a nursling pa tees Services, a nursling that was the subject of ee rae on - tude, and he had left it twelve shee nae eee ee w responsibilities .and, in oe ea “ustifiably confident of its ability to ae them. This seemed to the htegsd A be oat achievement in i ; man in the prime o i nee ga oe: eeara air power as consisting exclusively of Air ea It was conceivable that a nation might buy an Air Force an apy pilots and, for the moment. have a very formidable oe mc . hand. But that nation wouid not possess air power. T. e ee sae elements in air power were an Air Force of sufficient ee 5 i out the policy of the country; air communications a cien ane veloped with an air transport system corresponding to t a mer sees marine. nourished and fed by an adequate aircraft in ee ae last, a highly developed system of aeronautical research. ese elements in air power were absolutely indivisable. ites It was no small tribute to the judgment of our Government hs ae our race that as long ago as the later stages of the ee a se establish an Air Ministry and confide to it the development aad power in that extended sense. France, Italy and Greece La fo ; xample. ; eae ane Rate included Finland, which was the frst Ration to follow our example.—Eb.] The Air Estimates nearly fulfilled the heart's desire of his eae They amounted to a slight increase on air defence in eae ies Slightly greater increase on air communications and a very Sile search. _ pele cites that the policy which should guide a bea eee respect of Air Defence was to provide a sufficient Air — ha as an adequate deterrent to any hostile Government. > ee purely passive defence had yet been devised for dealing a auras by air. Defence was reprisals and the interception to some i aircraft. are auaccea ee nee in view of the efficiency and equipment of our Air Force, it really would appeal) to any foreign country to pe a bomb upon this island. If our Air Force were twice the size eg not Know that it would be more adequate. Nothing got out Soe more quickly than aircraft. He believed in security based on ies conditions rather than force, but there was a limit below whic “ou wise to fall. _ eee Sota be avoided and no pains spared to eae ea possible jeopardy to the lives of our airmen owing to shortage cx iori ment. . ap ene eae which was confronted with a DrOh ee eee might ensure economy while not eee could fat? to give 1 consideration to such a pro 1. | eee ase matter advanced by a man with the ee cf Lord Trenchard of course engaged the serious attention of the : ove ernment. But the Government was not committed by that to meas anything at once, either on the North-West Frontier of India or any- be ee Lord Trenchard had asked for was an inquiry and ae Government was, at this moment. giving the matter its ek Cavell consideration. The Prime Minister himself was taking a en was part in the matter as head of the Committee of Imperia) me is and their Lordships would be kept adequately informed o the s investigation. ; ea mn Cavan that the matter would be referred ae the Committee of Imperial Defence. He assured Lord Plumer that oe quite possible that his opinion might be asked by the — ae The substitution of flying-boats for sloops in the Persian u ia in the minds of the Committee and the Committee had to persuade the ware ee atte with Lord Cavan on the subject of y Papeete to humanise warfare. but was surprised that he who had seen so ioe ; of war should still believe that anyone could humanise it. Wit saab admitting that a bomb was more cruel than a shell he was eer of a cynic to believe that war could never be anything gos pees: te and if the bomb acted as a deterrent, that was an added reason for of the .Air Force. ; nna head. few months a signal success had been achievead 3 the Royal Air Force in Arabia. A tribe of truculent ah Saaaaanes by one of the most truculent chiefs in Arabia had surrenderea withoxr a single casualty. Warning bombs had been a deterrent. . . No remark had struck himself and his colleagues more, coming srom a man of war, than a remark made by a certain distinguished out Vice-Marshal who had been sent out on special duty the other Cay to a disturbed area in the Middle East. Before he left he had aoc I shall feel that I have failed if I drop a single bomb on human beings. It was the mcst humane of weapons for dealing with: he counties because it deterred and prevented and did not always necessarily Poe seaclea Lord Lloyd's figures. The £1,500,000 that we were sew spending in ‘Iraq, as compared with the £20,000,000 spent its the past. covered every charge, levies and all, and even a contribution to ye ‘Iraq Army. Lord Lloyd had committed himself to the statement that it was bad politically to employ the Air Force = on the North-West Frontier, but the fact remained that the political authorities in India _{n 1927 had asked for the intervention of the Air Force. He would be the Arst He presumed that they knew their business. | : to saci that there was no better ambassador of the British race than a battalion of British Infantry but it was a somewhat expensive sorm of ambassador.

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APRIL 16, 1930 | The Aeroplane for) ve) ~] SIHCUTTUUUOAASOQQUOCOQQ 40008009 880800C00000UGGSOUUEUOUUEOUUUUUOUUUUOUOGOOOOUONUEULGUEGUOGHOOQOTOGEOQOGQQOQQNU000000000 CO04G000E00GEEUOESUUUUUUOUOGUGQOOOOQOOOQONEOOENEONNEQUEQRUREEGEGY: = (Bleseagy Forms 6/18a 90 = = IMPERIAL AND INTERNATIONAL COMMUNICATIONS | eal DS = = . = = , Ag =f = = rh, Csr fle. Wwen~ f Ne ny Vv Vee = = or (| : te K- & A ky ¢ y fi: Or i re A. ay = = AIT Ss bed Ane ee Ps we ‘i J = = We : bares ae A. ba Hes tur . (i Canaries | ~ go = = hr TT - Vs cael | Cot Le ht Ct a G & P : {/ = = ae owns) ? y } *, { be ALIN OO Net u 3 3 - = = NA tr hBi- - g A ae Sa ee Bhd: gA fe (ig # sg = = | . ! : (} = = _ Po | : = = MARK YOUR REPLY “Wa Eadlerns . " = = ee &st” No enquiry respecting thie Telegram can be attended to without the production af this Copy. = = G6 : ? = = Trouble-free running = = with the JUPITER z = His Majesty the King of the = = Belgians has carried out a = an interesting air tour to = = Baghdad from Alexandria = = in an I mpertal Airways D.H. = = “Hercules” machine fitted = = with three “ Bristol” Jupiters. = = The “ Bristol’’ Jupitz: E. gine is designed and manufactured, by = = THE BRISTOL AEROPLANE COMPANY, LTD., = = ‘FILTON —__ BRISTOL. = = Telephone: 3906 Bristol. Telegrams: Aviation, Bristol. = SAMUUUAVAEUAUEQOEOUUENAQQQQQUOUUEEAONDECOQOOCUUUEREOQOUUCASOOOULUUCOOCOGOQGQUOUEQOQGOUOUEQOOQEONNGNG0UOUGNE4UEEQ0QOUOUOONOQUUON0000UUUEUOQQOOUEOENQQOQUUON0Q0GUUNNN000QUUqN0000000NNNNNT= KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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698 Every town in this country was at the present moment exposed to bombing and one of the greatest and most complicated problems which lay ahead was how we could either restrain the development of Air Forces or so organise ourselves that the abuse of aviation should be no longer possible. THE EARL STANHOPE Said that he was not at all surprised that the debate had been carried on with such friendly feelings. On almost the last occasion that he went on board one of the aircraft carriers in the Fleet the first thing that happened to him had been that he was heavily attacked by some of the Air Force officers because they felt that it was unfair that they should be living alongside Naval officers who did not receive marriage allowance, while they them- selves did. That typified the spirit of the Forces. He suggested that in the question of reprisals on air attack, was not reprisals by naval bombardment more effective than bombing by aeroplanes from the air? He thought it was impossible to get ac- curate shooting from the air by bomb, and thought that in order to avoid historical buildings and private dwellings reprisals should be confled to shooting with naval guns. He hoped that Lord Thomson would not speak of the defence of London when he really meant reprisals. (When he talks of accurate shooting, one wonders whether the Noble Lord has any idea of the average marksmanship of the best naval gunners against a target on land?—Ep.] LORD TRENCHARD: I hope this debate has shown the necessity for an inquiry. For instance, I noticed that my noble and gallant friend Lord Beatty, who has now gone, said a flying-boat could not fly in the Persian Gulf for nine months in the year. This is not my information; they fly every day. But still, those are matters for inquiry. I will not follow the last Noble Lord who spoke, Earl Stan- hope, into all the details of the relative accuracy of bomb- ing and gunfire. That is a matter for inquiry. I am perfectly convinced in my own mind that the air arm is just as accurate as any weapon. There is no doubt about it in my opinion. There is still a little idea that we are more brutal and are bound to be indiscriminate and to kill women and children. I have never been able to under- stand why we may starve women and children by blockade, but we may not use the weapon of the air. I say again with regard to the air weapon that it can be as accurate as gunfire, and I could have given many in- stances in which particular military houses of the enemy have been more accurately hit than by rifle fire. I have been out at night with troops with a rifle, and have found it very hard to tell at night the difference between a man or a woman, especially in countries were some women wear trousers and some men skirts, when you are attacking their villages. I say we are just as accurate and careful in the air. But that is all a matter for inquiry, and I hope that the necessity for an inquiry has been shown. I beg leave to withdraw my Motion. Motion for Papers, by leave, withdrawn. A LIGHT UPON OUR DARKNESS. From Apr. 28 to 30 the International Commission on Illumination will hold a meeting in Berlin to discuss the lighting problems of Aviation. At the meeting will be dele- gates from ten European countries, from Japan and from the United States. At the meeting the delegates will en- deavour to find common ground for the discussion of the problems of night-flying and to evolve standard methods of illumination and so on. The convening of this meeting is apparently due to the enthusiasm and energy shown by Dr. F. Born, chairman of the German Sub-Committee of the I.C.I. and Mr. R. J. Castendijk, the chairman of the Netherlands Sub-Commit- tee. Mr. Castendijk is in charge of the Aviation Depart- ment of the famous firm whose title is Philips Gloeilampen- fabrieken. A big British contingent is going to Berlin and one under- stands that it will include Major R. H. S. Mealing, of the Directorate of Civil Aviation, Mr. H. M. Green from Cran- well, Capt. T. Kerr Jones of the Directorate of Works and Buildings, all of the Air Ministry, Fit. Lt. J. S. Oddie, from the R.A.E., Major R. H. Mayo, of the Aircraft Overating Co. Ltd., and various representatives of firms in the lighting trade,—both gas and electric. The President of the I.C.I., Mr. C. C. Paterson, Director of the Research Laboratory of the G.E.C., will attend the Meeting. The internal organisation of the I.C.I. is somewhat com- plicated and as the Commission was organised to deal with the problems of Photometry, most of its activities are non- aeronautical. The Commission has a number of technical committees which deal with the several particular aspects of lighting. The Secretariat of each technical committee is provided by one country. Thus the technical committee on Aviation Lighting is run by the United States, which seems reasonable when one considers how much more avia- tion lighting has been done in the United States than in all the rest of the World put together. For obvious reasons the present meeting could not have been conveniently held in the United States. .Therefore the I.C.I. itself is organising the Berlin meeting, the local arrangements for which are being made by the German sub-committee. The Aeroplane Aprit 16, 1930 THE FLIGHT OF THE DUCHESS OF BEDFORD. At 05.30 hrs. on April 10 Her Grace the Duchess of Bed- ford, accompanied by Mr. C. D. Barnard (pilot) and Mr. Robert Little (engineer, navigator and relief pilot), left Lympne to try to fly to the Cape and back ir 19 days. The machine is Her Grace’s Fokker F.VIIL monoplane The Spider (Bristol Jupiter geared engine) in which the record flight from England to India and back in seven days was made last August, with the same pilots. For a month previous to her start on the African flight ’ Her Grace has been learning to fly under the instruction of Mr. Sydney St. Barbe, who is now associated with the firm of Brian Lewis and C. D. Barnard Ltd. In three weeks she had 32 hours’ dual instruction, and on April 8 she made her first solo fiight at her private aerodrome at Woburn’ Abbey. The approach for her first landing was over trees and overhead telegraph wires, but in spite of this she made a perfect landing. Her Grace is 64 years of age, and must therefore be the oldest woman to reach the solo stage. She is to be con- eratulated on her pluck and energy, not only in learning to fly at her advanced age but also in her persistence in making these long flights in her Fokker monoplane to demonstrate the safety. reliability and speed of aircraft. Mr. Sydney St. Barbe likewise deserves to be congratu- lated on his painstaking and thorough instruction. The preparations for the African flight were made by Brian Lewis and C. D. Barnard Ltd., in their capacity as Aeroplane Specialists, which includes every possible service in connection with aircraft. To revert to the South African flight—The Spider left Lympne at 05.30 hours and flew non-stop over Spain to Oran, N. Africa,—1,100 miles, in a little over 12 hours. On April 11 the journey was continued to Tunis, The Spider arriving there at 12.45 hours. On Apr. 12 The Spider left Tunis and flew to Benghazi.. On Aor. 13 she left Benghazi and reached Assiut, Egypt, in the afternoon of that day. A DOMESTIC FEUD. ~~ | The resignation of Lieut. Alford Williams from the United States Navy was reported in THE AEROPLANE for Mar. 12. Apparently a Naval Sub-Committee of the United States Senate has been investigating the conditions in the Avia- tion branch of the American Navy. The sub-Committee is reported to be seeking an answer to the question why Ameri- can bomber and fighter aircraft are, allegedly, from 50 to 90 m.p.y. slower than those of Great Britain, France and Italy. The answer to that question is another question,— Are they? And the answer is,—No they are not. The Washington correspondent of The Times says :— The American Navy abandoned its attempt to develop racing aero- planes for international races in 1926. Since that time Lieut. Williams has had to depend on funds advanced by wealthy civilian enthusiasts to finance his experiments, though the loyal support of Admiral Moffett, Chief of Aeronautics—now with the American Delegation in London—has made available to him certain technical assistance from the Navy Department. Periodically, however, he would be ordered to sea duty by Admiral Leigh. Chief of the Bureau of Navigation, and the fact that Admiral Moffett each time had personally to intervene to prevent this inter- ruption of Lieut. Williams’s work is now being advanced in the Press as a proof of a feud between the ‘battleship school’’ of admirals and the believers in air development. Six weeks ago, in Admiral Moffett’s absence, Lieut. Williams was again ordered to sea, and promptly sent in his resignation. He told part of his story this morning and will be heard again to-morrow. An important point to. remember is that Lieut. Al. Williams is not a regular Naval Officer, and did not pass through Anacostia. Consequently his outlook and methods may differ somewhat from those of other N.O.s. Hence his curious objection to going to sea when required to do so. The Times continues :— For last year’s Schneider Cup Race Lieut. Williams had produced the Mercury II, driven by two Packard engines capable of developing 1,200 to 1,400 h.p. It would not lift out of the water, because, as he explained. it came from the naval aircraft factory at Philadelphia 880 lb. overweight. and the race was accordingly flown without an American competitor. Lieut. Williams is to continue his experiments as a civilian, but in the meanwhile the Sub-Committee will seek to discover through him and others why the funds available to the Navy Department for the development of high-speed aeroplanes have not been utilised for this purpose, and whether naval aviation suffers, as the fiying- men think it does, from a prejudice in high quarters His racer never looked like being a success,- when photo- graphs of it are compared with the Supermarines. It had most of the faults of the Italian machines. Moreover, no Packard aero-engine has yet proved itself to be in the first class, judged by either American or British standards. And two unsuccessful engines do not make one first-class one. Undoubtedly there is some prejudice against aviation among the genuinely antique Admirals in the U.S. Navy, as in our own Navy, but the younger men are wide etiough awake. — But one fears that Lieut. Al. Williams is not the Heaven- sent apostle of Aviation to put things right.

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APRIL 16, 193\ The Aeroplane | | eno Lriumph of the eomenar seeder eeeete ITEUTTTLLIL LLL Prryyyerer see eee Seer teeta eae eee eweesteeee or OA ae rit « ee ee rece eee ea sse tarts eee esrereweneseccess «= Me * * ¢ © * * easeerasae eeseeeneee erneseene See wees eeeetesseersaee Seereeseeeaseeereteeraes * cece my oY Fastest time for light aircraft King’s Te aX Cup Race. Fastest time for any aircraft in Austra- lian East-West Race. Winner of heavy category in Challenge International de Tourisme, 4,000 miles round Europe. Winner of Zenith Cup, 1,150 miles round France. ee eeenee The Gipsy engine is the. only aero engine in the world which carries an in- cemnity against a forced landing in % eke the event of its : failure. Write for details. eeteseborewereee eet eeeeeseradseve® SOME 1929 OUTSTANDING cresY MOTH. in the Season’s first Flying Meeting \HE first Flying Meeting in 1930, held by National Flying Services at Reading on April 5th, resulted in another sweeping success by the Gipsy Moth. The main event was the Berks, Bucks and Oxon Speed Championship for private owners, over a course of 30 miles. Standard Gipsy Moths finished first, second and third. This achievement carries on the tradi- tion of 1929 and previous years, in which more. competitions of every kind have been won.on the Moth than on any other light aeroplane in the world. SUCCESSES. 2,450 miles. THE DE HAVILLAND AIRCRAFT CO., LTD. STAG LANE AERODROME, EDGWARE, ENGLAND Associated Companies in Canada, Australia and India. Licensees, Selling ard Service Agents throughout the world. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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700 The Aeroplane Aprit 16, 1930 FINAL REPORT of Government Committee ETHYL IS SAFE EXTRACTS FROM THE REPORT :— “Even garage workers who are engaged on repair works or on filling petrol tanks ... . cannot be regarded as subjected to any danger. i ° There is no danger in streets from the lead... . from the exhausts of motor vehicles.” * “ If Ethyl Petrol were used universally ... . neither pedestrians nor drivers would be likely to inhale dan- gerous quantities of lead.” * There is no danger to water supplies from the use of Ethyl Petrol.” x ° We apprehend no danger of the absorption of lead tetra-ethyl through the skin.” if was on Ethyl petrol that the Schneider Motorists who wish to get super-performance Trophy was won for Britain in 1927, and from their engines can find nothing to equal again in 1929. Ethyl gh pnt sng Pratts Ethyl Petrol. If your garage does of first-grade petrol with Hthy ag notcarry it, send us your nameand address on added, and that is why it does what no nr ae other petrol can do :-— " PORECA Os uae evether with that of your regular It absolutety eliminates knocking ; _Raaeeee ee eee ee ee ee eee aero eee Increases _power, particularly on_ hills ; dealer, and we Reduces gear changing and_ increases will arrange mileacve. for supplies. mE ANGLO-AMERICAN OIL CO., LTD., 36, QUEEN ANNE’S GATE, LONDON, S.W.1. $7) \ / _\ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 16, 1930 THE ROYAL The London Gazette. Air Ministry, April 8. ROYAL AIR FORCE. GENERAL DuTIES BRANCH.—FIt. Cadet R. T. P. Clarkson, having suc- cessfully passed through the R.A.F. College, Cranwell, is granted a perm. comn. as a Plt. Off. on probation with effect from Mar. 11, and with seniority of Dec. 14, 1929; Lt.-Cdr. E. M. C. Abel-Smith, R.N., is reattached to the R.A.F. as a Fit. Lt. with effect from Mar. 30, and with seniority of Jan. 1, 1928; Flg. Off. E. E. Fallick is granted a perm. comn. in this rank (Sept. 1, 1929). The following Plt. Offs. on probation are confirmed in rank (Dec. 12, 1929):—F. Read, D. F. Satchwell. The following Pit. Offs. are. promoted to the rank of Flg. Off. (Mar. 14):—H. R. Hughes-Hallett, E. W. Downing, L. P. Rowley, R. A. R. Robinson, C. M. D. Chambers. Group Capt. A. Fletcher, C.M.G., C.B.E., M.C., is placed on the half-pay list, scale B (April 7 to June 30, 1930, inclusive); Flt. Lt. H. T. Herring relinquishes his SS. comn. on completion of service (April 3). RESERVE OF AIR FORCE OFFICERS. GENERAL DuTIES BrRAaNcH.—The following are granted comns. in Class A.A. (ii) as Plt. Offs. on probation:—W. E. Coope, E. Shipley (Mar. 21); A. W. A. Whitehead. N. B. Massy (Mar. 24); J. L. H. Pletcher, R. C. Tripp, J. W. Radbone (Mar. 25); A. H. Seymour-Lucas (Mar. 26); A. J. S. Negus (Mar. 27); J. A. H. Sargeaunt (Mar. 28). Plt. Off. G. B. K. James is promoted to the rank of Flg. Off. (April 2). The following Plt. Offs. on probation are confirmed in rank :— J. G. G. Moore (Mar. 18); K. R. Warton, H. C. S. Brand (Mar. 21); T. F. Owen (Mar. 25); J. W. Bradley, P. Johnson (Mar. 26). Fig. Off. G. Terrell is transferred from Class A to Class C (Dec. 8, 1929); Fig. Off. R. D. Adams relinquishes his comn. on appointment to a comn. in the Indian Army (Mar. 7). AUXILIARY AIR FORCE. GENERAL DuTIES BRANCH.—-No. 603 (CITY OF EDINBURGH) (BOMBER) SquaDRON.—The following Plt. Off. to be Fig. Off. (Feb. 28):—E. S. V. Burton. H.R.H. The Prince of Wales. His Royal Highness the Prince of Wales, K.G., who is a Group Captain in the R.AF., flew from Malakal to Khartum on April 13 in a Fairey III.F of No. 47 (Bomber) Squadron, R.A.F., piloted by Flt. Lt. W. A. B. Bowen- Buscarlet. The journey was made in the face of a strong Wind and the machine landed at Kosti to re-fuel. On arrival at Khartum His Royal Highness was received by an escort of No. 47 (Bomber) Squadron fiying in forma- tion over the aerodrome. The journey from Malakal took five hours. Fatal Accidents. The Air Ministry regrets to announce that as the result of an accident at Duxford, Cambs., to a Siskin machine of No. 19 (Fighter) Squadron, Duxford, on April 8, Fig. Off. Roger Pridgin Teale, the pilot and sole occupant of the aircraft, was killed. An inquest was held at Duxford Aerodrome on April 9 on the body of Fig. Off. R. P. Teale. Sq. Ldr. Reginald Keary said that on Tuesday three aeroplanes, including Teale’s, were on the aerodrome ready to make a flight. In attempting to take off the centre machine with the flight leader on board failed to Frise. The other two did. Teale on the left turned round when about 200 ft. up and then got into a gliding turn which caused the machine to stall and crash. His theory was that Teale, seeing that his flight leader did not get off the ground, turned to watch him, and seeing that he did not rise, attempted to land. He was evidently paying too much attention to his The Aeroplane 701 AIR FORCE. leader’s movements and did not pay sufficient attention to his landing. Teale was a very capable pilot°and one of their best men. A verdict of ‘‘ Accidental death’ was returned. The Air Ministry regrets to anounce that as the result of an accident at Eastchurch to a Grebe machine of the Armament and Gunnery School, Eastchurch, on April 10, Fig. Off. Ernest Leonard Wilson, R.A.F., the pilot of the aircraft, and No. P/J.111484, Telegraphist James Ronald Armison, Royal Navy, were killed. An inquest was held at Eastchurch on April 11. Mr. Wilson, the father of Flg. Off. Wilson, was given permission to ask questions. He asked Fit. Lt. Lester whether it was part of a pilot’s training to put the machine into a spin. Flt. Lt. Lester: ‘It is a part of their training. In this particular case the machine climbed to about three thousand feet, and then went into a spin quite gently. Pilots were not supposed to go into a spin below two thousand feet.”’ ‘“Was the machine airworthy all over? ’—‘‘ Yes, the internal brac- ing was examined on April 9, and when tested was found quite satis- factory.” ‘““It was a practice flight. Does that mean it was for instructional purposes? ’’—‘‘ Yes.”’ ‘“The passenger was a novice, would it be possible if he became nervy to affect the pilot’s control of the machine? ’’—‘‘It is a pos- Sibility. There are two sets of controls, and one is at the back seat.”’ ‘“When in a spin or if a machine is falling are there no other means of assistance, such aS a parachute? ’’—‘' The pilot and pas- senger were both wearing parachutes, but they had not been used.’ ‘“‘Is it true that they were fastened in the machine? ’’—‘‘ You must be fastened in to do aerobatics. If you are not fastened in your would come out of the machine.” ; The jury returned a verdict of ‘‘ Accidental death.” An inquest was held at the Cambridge Hospital, Alder- shot, on April 8, on the body of Serjeant John Martin, R.A.F., who died in the hospital from injuries received in an accident to an aeroplane which overturned in landing at the Farnborough Aerodrome. Flt. Lt. Atcherley stated that on Mar. 17 he flew a Grebe aeroplane from Kenley to Farnborough, and in landing he smashed the under- carriage. The result was that the machine overturned and Martin was thrown out very heavily. Sjt. Martin had been flying the machine and had made two unsuccessful attempts to land. The officer then took it over, as he could see the ground was bad and he thought he could make a better landing. The ground was bumpy where he landed. The machine was in good order before the flight. Sjt. White, who was flying another machine in formation with Fit. Lt. Atcherley, stated that while they were in the air he saw Martin’s straps come undone. Martin tried to fasten them, but was un- successful. Edgar Schofield, an Air Ministry repairs were being carried out to drome. He did not think, however, that the ground was more than partly responsible for the accident, as he had seen numerous other machines land safely at the same: spot. The Coroner recorded a verdict of ‘‘ Accidental death.”’ The Piloting of Service Aircraft. A recent amendment to The King’s Regulations and Air Council Instructions for the Royal Air Force reads as follows :— 197A. Flights by Foreign Personnel in R.A.F. Aircraft and by-R.A.F. Personnel in Foreign Aircraft.—1. Invitations to personnel of foreign naval, military or air services to pilot British service aircraft will not be given. Invitations to fly as passenger will be given only after official, stated that considerable the rough ground of the aero- FLEET EXERCISES.—A Fairey III.F of a Fleet Spotter Reconnaissance Flight coming up on the lift from .the hangar to the flying deck of H.M.S. ‘ Furious” during the recent Fleet Exercises in the Atlantic

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702 obtaining the prior consent of the Air Ministry or, in the case of aircraft embarked in one of His Majesty’s ships which is visiting a foreign port, of the senior naval officer present. Such consent will only be given in exceptional circumstances in which the giving of the invitation would be in the public interest. All such flights will be undertaken at the risk of the person making the flight, who must complete a Form of Indemnity before any such flight is carried out. 2. The acceptance by R.A.F.* personnel of invitations to pilot the service aircraft of any foreign nower is forbidden. Invitations to fly as passenger in Such aircraft will not be accepted without obtaining the prior consent of the Air Ministry or, in the case of personnel embarked in one of His Majesty's ships which is visiting a foreign port, of the senior naval officer present. Such consent will only be given in exceptional circumstances in which the acceptance of the invitation would be in the public interest. Personnel carried in foreign service aircraft with due authority under this clause will in the event of injury or death be dealt with for non-effective purposes as if the aircraft had been a British service aircraft. The Express Defence of Great Britain. According to that entervrising iournal, The Daily Express, of Avril 14, London has been the focus of a Series of air raids for the past two weeks, but, owing to a “ miraculous” instrument ’’ used by the defenders, London “is as safe to-day as it is possible to make it from attacks by invading airplanes.” The form of defence is described as ‘‘a seemingly miracu- lous instrument which conveyed nearly all the essential information to the defenders.” Apparently the special correspondent of The Daily “Exvress has based his story on a recently published Air Ministry Notice which warned civil aircraft that R.A.F. machines would he flying over a certain area near London at night without navigation lights. This notice refers to the normal night flying training of the R.A.F. and appears every year. The ‘miraculous instrument” is, presumably, the simple listening apparatus which is used by the Anti-Aircraft Terri- torial Defence formations to direct the operations of the searchlights, and is also used by the Observer Corps, an organisation of volunteers which mans listening posts and observer centres under the County Police over the greater part .of England. This apparatus was described and illustrated in THE AERO- PLANE Of Aug. 22, 1928, in the account of the Exercises of the Air Defence of Great Britain of that year. The listen- ing apparatus is simple but effective and is used in connec- tion with the general system of defence. The Daily Express correspondent exposes his ignorance by describing the attack on the defences being made by fifty Single-seater fighters. The fighter squadrons of the R.A.F. are used for defence and not for attack. Although the article in question is not likely to be treated seriously by intelligent persons, the assertion that London is no longer vulnerable to attack is distinctly mischievous. The Air Exercises of 1927 and 1928 proved conclusively that although the Air Defence of this country is built on a sound and elastic foundation it is, by reason of its smallness, in no way adequate tc deal with any sustained form of attack from the air. Public co-operation is now, and will always be, needed to man the Territorial Defence formations, to man the Observer Corps, and also to supply the Treasury with the necessary funds for the efficient maintenance of the R.A.F.—c. M. MCA. / i Re oN i Oe oT 1a PLiR Sa SEES The Aeroplane APRIL 16, 1930: More Caterpillars. On April 11 a Hawker Hornet, which was being tried out under Service conditions at Tangmere, and was piloted by Fig. Off. K. S. Brake, of No. 1 (Fighter) Squadron, R.A.F., collided with an Armstrong Whitworth Siskin, piloted by Flg. Off. J. H. Percy, of No. 43 (Fighter) Squadron, R.A.F., at about 3,000 feet, near Chichester, on April 11. The top wing of the Hornet and the undercarriage of the Siskin were removed by the impact. Both pilots took to their parachutes and alighted safely. Mr. Brake’s arm was broken by a piece of his machine hitting him as he was getting out, but fortunately he was able to release his parachute. The Old Comrades Association. The inaugural meeting of the Old Comrades Association, R.F.C., R.N.A.S., and R.A.F., will be held at 18.00 hours on Wednesday, Apr. 23, at Ye Old Dr. Butler’s Head Restaurant, Mason’s Avenue, Coleman Street, E.C.2. The purpose of the meeting is to form the Association and to elect provisional officials. Anyone interested in the formation of this Association should write to Mr. W. Coen, R.A.F. Station, Eastchurch. Association Football. The final for the R.A.F. Association Football Cup was played at Uxbridge on April 9 and resulted in a draw of 2 all after an extra 30 minutes had been played. Vigorous football on both sides, an exceptionally fine dis- play by AC. Kelly of Henlow, and a sterling performance by the Kenley custodian, were features of the game. In general the Kenley team were much quicker on the ball, but their movements were not so well organised. S-M. May of Northolt had charge of the game. Henlow were early on the move and receiving from Martin, Kelly forced Potter to tip over the bar. Returning to the attack, Kelly tricked his way cleverly into the danger zone before passing to Rule, who, however, shot wide. A good clearance by Johnson sent Kenley away. and Hill foolishly attempted to dribble the ball just outside the Henlow penalty area, with the result that Rowley secured posses- sion and forced Malin to his knees to clear a splendid shot. The ball was immediately put across to Prince, who appeared to be in an offside position, and the latter drove into the net. Rule presented Kelly with a glorious opportunity but Johnson hurled himself bodily at Kelly’s shot and saved an almost certain goal. A splendid long shot by Norcott was tipped over the bar by Potter. At this period Henlow had much the better of the game, and Potter was continually called upon to save shots from Hill, West and Kelly. After 40 minutes Kenley again got away, a splendid movement by Prince and Parrish culminating in .a shot from the latter which gave Malin no chance. On the resumption of play Rule was limping badly, and went to the outside right position, Kelly and Martin moving in. From a free-kick just outside the penalty area Robinson sent in a lightning drive, which Potter saved brilliantly at the expense of a corner,. and a few moments later Johnson nearly diverted a shot from Hill into his own goal. After 15 minutes of the second half, West got away on the wing and centred smartly to Kelly, who netted with a deliberate shot. In attempting to clear a shot from Hill, Potter left his charge, and Kelly sent’ in a lob shot which went well over the custodian’s head. Flynn made a great effort to kick out from the proximity of the line, but the referee adjudged that the ball had entered the net. Exciting end to end play continued, in which Henlow had rather more of the play, and only good defence by Johnson and Flynn, combined with the astuteness of Potter, saved Kenley. WELL AWAY.—A Blackburn Lipon of a Fleet Torpedo Bomber Flight flying off the deck of H.M.S. * Furious ”’ during the recent Fleet Exercises in the Atlantic. In the background are the other machines of the Flight waiting to take off.

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APRIL 16, 1930 ; The Aeroplane PEAS aa .. . Fokker D.XVI. Supercharged Jaguar." CEL The dope of proved efficiency The above photograph illustrates a Fokker D.XVI, one of a series of these machines now being built by the N.V. Nederlandsche Vliegtuigenfabriek, Amsterdam, for the Royal Dutch Air Force. These machines are, of course, doped with Cellon. Cerric Ce:lulose Lacquers comply with D.T.D. Specifications for metal parts, cockpits, propel ers. Particulars on application. CELLON, LTD., Upper Ham Road, KINGSTON-ON-THAMES. (Contractors to H.M, and Foreign Governments. ) Telephone: i Telegrams: Kingston 6061 (5 lines). _ “AJAWSB, ’Phone, Kingston-on- Thames.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 703 =e

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704 THE KENLEY TEAM.—Left to right: L-AC. Gibson, AC.1. Prince, The Aeroplane APRIL 16, 1930 AC.1, Flynn, L-AC. Potter, Cpl. Timson. (Front row): Cpl. Lee, AC.1. Parrish, Cpl. Johnson, Flt. Lt. Croome, Flg. Off. Rowley, AC.1. Godson. Extra Time.—From a throw-in on the right, the ball was punted to Croome, who shot over when well placed. Rule and Kelly again got away, but found Potter safe. Shortly before the change of ends, West sent Kelly away, and Potter saved smartly. During the concluding stages of the game Parrish gained possession from a throw-in, and shot just over the bar.—c. H. H. COMBED FROM THE BEACE. According to the aeronautical correspondent of The Daily Mail :— Remarkable stories are reaching London concerning a hybrid, man- carrying apparatus which is said to be part aeroplane and part sub- marine. Several foreign Governments, it is reported, have been made aware of its existence. The machine is said to be undergoing secret tests at a lonely point on the Danish coast. It has a metal boat-like body with tele- scopic metal wings. The latter, apparently, can be drawn in or reefed alongside the body; whereupon the crew, closing watertight ‘Jompartments, can submerge their vessel and operate it beneath hater. Beneath the body is an amphibian type of gear, with wheels, en- abling the craft, when desired, to leave air or water for land and move about on the ground. The Secret Service Department of THE AEROPLANE can supply details of a still more amazing craft. It is actually a metalised version of an Early Victorian bathing machine designed by a retired hirer of deck chairs domiciied in Walberswick. in his development work he had the assistance of Dr. Strabismus (whom God preserve), of Utrecht, but owing to the erosion of the Suffolk Coast and the air of uncertainty caused by Mr. Snowden’s budgetarian reticence, the ingenious designer has been forced to transfer the scene of its activities to the Danish coast where groynes and groans are less prevalent. Apart from its military value, and all aeronautical ex- perts are fully in agreement as to its perfectly preposterous possibilities, it can be used as an aquarium (by unwater- tightening its watertightness while submerged), as an artist's studio, as a sanatorium for debilitated asvidistras, as a per- ambulating lock-up for disowned and wandering Alsatians, or as a totalisator. Its equioment is as complete as is possible to conceive. When the interior is full of bombs, torpedoes, fish, artists’ models, aspidistras, Alsatians, or money, the wings, instead of being drawn in are “reefed” alongside the body (of the craft) by a catch or pawl, as already described. A special scale for weighing the anchor is included, which by a Slight adjustment of the complicated mechanism, may be arranged to box the compass, or get Schenectady on the ‘radio.—t. B. THE HENLOW TEAM.—Left to right: Cp! Robinson, L-AC. Hill, (Front row): AC. Mawdsley, AC. Martin. AC. Kelly, Sjt. Malin, Fig. Off. Rule, L-AC. Norcote, Cpl. Pond, L-AC Lowe. L-AC. West. ais Google

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APRIL 16, 1930 The Aeroplane SAF . WOE f SWANN ’ Wa Nyy WN s gs Gor wy SS we \ < WW QS MIT cer iN AS \\ ONE oT SS) | RNIN “tty YS \ SN Bendix “Servo” Brakes are the most modern develop- ment in Airplane control. : They control and reduce the run after landing— thereby ensuring safe landing in small areas. Provide perfect control on the ground when separately operated, thus preventing disastrous ground loops, and permitting cross-wind taxi-ing and take off. Eliminate the necessity for ground crew, since the engine can be warmed up, tested for revolution, and — the machine taxied and parked in hangar without external assistance. Permit use of tail wheel instead of tail skid, thereby - avoiding tearing up the airdrome. BENDIX BRAKES FOR AIRPLANES. BENDIX-PERROT BRAKES, LTD., Westwood Road, Witton, BIRMINGHAM. Telephone: East 1480 & 1481. Telegrams: ‘ Bendixcorp'' Birmingham. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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706 —— ee IMPORTANT DATES. April 17.—Spring Session at Cranwell ends. April 17.—-Start of Easter Tour of Europe, Heston Air-Park. April 19.—Leicester Flying Meeting (Leicestershire Aero Club) (with R.A.F. support). April 20.—Zeebrugze (1918) Association Church Service. April 21, Easter Monday.—Meeting at Hanworth. April 22.—Re-Union Dinner of Zeebrugge (1918) Association. April 26.—N.F.S. Meeting at Leeds. April 26.—No. 45 Squadron Re-Union Dinner. May 5.—R.A.F. Staff College, Second Term begins. May 10.— Athietics. Triangular Tournament: R.A.F.C., R.M.C., and R.M.A. at Woolwich. * May 17.—Brovklands Aero Club. May 29.—Royal Tournament at Olympia opens. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Official opening of Bristo] Municipal Aerodrome (with R.A.F. support). June 7.—N.F.S. Meeting at Reading. June 9—Northamptonshire Aero Club's Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.F. Garden Party at Manston. June 15.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gwynn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Oounties Aero- plane Club). Officia! opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. Flying Display and opening of Brooklands July 3.—Indian Empire Garden Party at Hurlingham. July 5.—King's Cup Air Race (Royal Aero Club—Heston Air Park). July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July Juiy (With 20—Aug. 7.—-Internationa!] Touring Competition. 26.--Norwich Flying Meeting (Norfolk and Norwich Aero Club) R.A.F. support). Sept. 1—6.—-International Congress on Air Navigation at The Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) twith R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris. M. ADHEMAR DE LA HAULT. On March 6, 1930, M. Adhemar de la Hault, director and founder of our Belgian contemporary, La Conquéte de l’Air, died in Brussels from an illness from Which he has been suffering for several months. M. de la Hault was one of the founders of the Aéro Club Royale de Belgique in February 1901, and in May 1904 he founded La Conquéte de V’Air, which journal he directed until 1923. He was also founder of the Aéro Club a’Anvers, and was one of the founders of the Société Nationale pour VEtude des Transports Aériens, commonly known as the Sneta, the forerunner of the Sabena and Sabca companies, which now represent Civil Aviation in Belgium. It will thus be seen that M. de la Hault has played a very important part in the development not only of Belgian aviation but of aviation in Europe. His death is 4 very severe loss to Belgian aviation, and on behalf of all British aviation THe AEROPLANE offers sincere condolences to Belgium on the death of a very remarkable and courageous gentleman.—t. B. A REGISTER OF CIVILIAN AIRCRAFT. “A Register of Civilian Aircraft,” by R. T.. Preston, was originally reviewed in THE AEROPLANE of Nov. 20, 1929. Aircraft frequently change hands and to kec> the register up to date Mr. Preston issues Amendments ‘o the Register every three months. The second of these Amendments is now ready and may be obtained from Tue AEROPLANE Book Dept., Cannon House, Pilgrim Street, London, E.C.4, price 6d. post tree. THE BLIND LEADING THE BLIND. [A Narrative History of Aviation. John Goldstrom. xii + 319 pp. Many illustrations. Index. The Macmillan Company, New York. 17s.] Mr. Goldstrom is a little unfortunate in that he an- tagonises the informed reader right from the very first para- graph of this book, for he states that:— The name of the first experimental aviator has not been handed down to modernity. Probably he was a man of prehistoric time. Conceiving the daring notion that the pterodactyl might be domesti- cated and ridden through the air, he decided, against the advice of family and friends, to attempt it. Finding one of the great flying reptiles dozing on a rock in the sun, he managed to steal upon it and to fasten himself above and between its bat-like membranous wings. The next instant there was a fearful hissing squawk, and a flapping and beating of huge pintons. Terrified but determined, the man found himself in the air. But for hardly more than » moment. With an anrry toss of its writhing body the pterodactyl freed itself of the impudent groundJing and dashed him to the rocks below. The ribald can probably criticise such utter nonsense in a better, and certainly more concise, form thar can a re- viewer in a respectable journal like this. The author then proceeds to give briefly some account of the carly history of aeronautics. He does not give any- The Aeroplane APRIL 16, 1930 thing new, and this part of the book is marred by careless- ness in the giving of names,—for example, — Stephen and Joseph Montgolfier,” instead of Joseph Michel and Etienne Jacques de Montgolfier, and ‘ George Peacock,” for George - Pocock, and so forth. Also, he has somewhat quaint ways of describing eminent men, for example, all the reader 3S told of the qualifications of John Wilkins, sometime Bishop of Chester, founder of the Royal Society, and a most dis- tinguished philosopher, is that he ‘“‘ died in 1672” The rest of this chapter contains many dangerous half-truths. We then proceed to some chapters dealing with the work of the Wright brothers, and their dispute with the Smith- sonian Institute. This is certainly the best part of the book, as it contains much interesting information. The book then deals with some of the famous early flights, and is rather sketchy. The chapter dealing with ‘“ Aviation and the World War © is farcical, and is worse than useless. The next part of the book deals with the progress of Civil Aviation in various parts of the World since the Armistice. This is certainly informative, though marred by mistakes and badly written. Although the book was only published this year, the world’s speed record for seaplanes is given to Major Bernardi— an example of the carelessness that characterises the book. The present reviewer was, at first, delighted to see that the author had included a bibliography, but his joy was damped when he examined the books that were included in this list. No mention at all is made of the Official His- tory—Tie War in the Air—although possibly a book like The Balloon Buster is more to the taste of Mr. Goldstrom’s readers. Under “ Historical and General” no mention at all is made of Hodgson’s History of Aeronautics in Great Britain. In the iist of pericdicals some of the addresses and names of the journals are inaccurate.—c. L. s. G. AND NOW WHAT? The twenty-ninth report of the Straits Commission, which has just been circulated to members of the League of Nations, refers to the passage through the Dardanelles last June of a squadron of 34 Italian seaplanes on their way to Constanza. The report expresses the opinion that the presence in the Black Sea of so many aircraft disturbed the equili- brium contemplated by the Straits Convention, as the Soviet Government at that time possessed only 22 training seaplanes. ALL THE WORLD’S AIRCRAFT “This annual book of reference is now so well known and appreciated that it is necessary to do little more than say that the 1929 volume is available. In one volume is made a comprehensive survey of the flying activities, both military and civil, of the whole world.” The Times, Jan. 21, 1930. “ Mr. Grey and his able assistants, Mr. Leonard Bridgman and Mr. Howard Flanders are to be congratulated upon ' having produced the most fascinating as well as the most comprehensive of all aeronautical reference works .... ‘AIl the World’s Aircraft’ has maintained its high reputation for accuracy while it has greatly enlarged its scope.” Th: Journal of the Royal United Services Institution. FROM The AEROPLANE BOOK DEPARTMENT CANNON HOUSE, PILGRIM ST., E.C.4. —__. Post Free (inland) £2 3s. (Abroad) £2 4s,

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Arrit 16, 1930 - The Aeroplane | 707 : PED WITH" TITANIN ae i , a fi ee ‘LY oa eh aah aa) aT ( Aeroplane ’* nhotograph.) Messrs. A. V.. Roe & Co. have used ‘ Titanine” . - Doping Materials for many years and have always expressed great satisfaction with the results they have thereby obtained. . “TITANINE” 7 ENSURES MAXIMUM TAUTNESS WITH MINIMUM WEIGHT. Factories: as Telephoues :— centage ew 175, PICCADILLY, ™, cee Milan (I aly). Tel & Cables :— Bremen (Geriiusy: . LONDON ’ W.1. si Tetralree. Picey, London.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. : Digitized by OOS Cc

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708 The Aeroplane | APRIL 16, 1930 For their successful flight from England to Australia on the Desoutter Sports Coupe “Flight” Photograph. Messrs. PIPER & KAY CHOSE ILANDING WHEELS & TYRES as did Sir Ross Smith and Sir Keith Smith in 1919, and Mr. Bert Hinkler in 1928 — in fact, since the early days of aviation Palmer equipment has been chosen for all the notable flights undertaken on British machines. THE PALMER TYRE LIMITED, Contractors to the Adnuralty, War Office, Air Ministry, India Office, G.P.O.., The Crown Agents for the Colonies, etc. 100-106, CANNON STREET, LONDON, E.C.4. Telegrams: TYRICORD, CANNON, LONDON. Telephone: MANS:ON HOUSE, 6530 (9 lines). (643) KINDLY MENTION “THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 16, 1930 The Aeroplane 709 THE LIGHT AEROPLANE AND THE FLYING CLUBS. HESTON FEELS THE SPRING. There were numerous signs at Heston last Friday that the species of the genus pilot which hibernates during the winter are about to put in their 1930 reappearance. The springlike weather, although somewhat thick as regards Visibility, brought them out in droves, and Moths, Blue- birds, Kiemms and Avians fussed about the neighbourhood with a nesting-season air. Sir Sefton Brancker, Director of Civil Aviation, was pro- ceeding to Hull for the N.F.S. Meeting next day, and took off in a Bluebird of Auto Auctions Ltd., with H. S. Barrow beside him. Another Bluebird went with them, piloted by Mr. H. J. Andrews. The special suitcase that has been designed for the luggage locker of these machines had been packed with enough dunnage to fill a small trunk and slic into its hole with impressive handiness. Sq. Ldr. Ridley and Col. Saunders, of Auto Auctions Ltd., were on hand to sce the party away. Mr. Muntz, of Airwork Ltd., was busy with matters to do with the Spring attack,—a feature of which will be the lieston Sunday Afternoons. He detached himself long enough, however, to try the Junkers Junior, G-AATH (Genet engine), which came over from Croydon with Mr. H. R. Trost and Mr. Clarke. This very attractive younger brother of the large Junkers seems likely to do them credit. The cleanness of its lines is its most striking feature, anc it does a top speed of about 102 m.p.h. Mr. Baker, Chief Instructor of Airwork Ltd., took it for a test flight, as did several other interested pilots, and gave its performance high praise. The Junkers appeals to the eye as an aero- plane par excellence for minimum maintenance and an out-of-door existence. It seems to have a high stalling speed, as it requires a good run to get off and lands some- what fast, but it is not easy to hurt its feelings in the air if the antics of the guest pilots prove anything. On Sunday a demonstration was given by Mr. Duncan Sinclair of the Graham Amplion wireless receiving set for light aeroplanes. Mr. R. H. Windsor, of Airwork Ltd., flew practically all the afternoon in a school Moth with interested passengers, who also watched proceedings from the wireless room in the control tower before or after their flights. It was perfectly obvious to all spectators that the pilot was getting the signals without difficulty, as he promptly obeyed all the instructions given by Mr. Sinclair or his various under- studies. In view of the regularity with which wireless apparatus develops atmospherics, or otherwise refuses to show off at crucial moments, the demonstration was a phenomenal success. For one thing, the ordinary De Havilland earphones and voice-tube are used, and one noticed, as soon as they were adjusted in the passenger’s cockpit that conversation with the pilot was unusually easy. In the course of some little time spent in tandem two-seaters one has discovered a | hundred and one things that may reduce communication to unintelligible shouting, when the wireless could hardly be expected to give satisfaction. The reception is intro- duced into the standard voice-tube without interfering with its ordinary uses in any way, except, of course, that con- versation should be suspended during wireless reception to get the best results. Both pilot and passenger can hear each other, and the signals from the ground, and on Sun- day, when My. Wincsor admitted that reception was un- usually good, they could be heard just as clearly as the voice of the pilot a yard away. , The pilot remarked rather plaintively, while executing an order for a figure of eight over the north-east corner of . the aerodrome, that the announcer was not very well up in his air regulations, but either he had to transgress the rules to order or spoil the effect of the show. The only time that delay was noticed in obeying an order was when Mr. Windsor chose to postpone delivery of a loop—with lady passenger—while he climbed to’a higher level than 500 feet. Pilots who affect the attitude, so well known in all pro- fessions, of making out that innovations of this sort tend “IN FACT, ’TIS THE SEASON OF BILLING AND COOING, AMOROUS FLYING AND FOND PURSUING.’’—(R. BUCHANAN.) CP es Oo we ES WISN 2p IN THE MERRIE SPRING.—A Blackburn Bluebird, belonging to Airwork Ltd., taking the seasonable air. Its stating plan presents definite advantages over the “bicycle built for two.”

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71 The Aeroplane THE HULL AERO CLUB MEETING.—Sir Sefton Brancker declaring the Club-house open.—The Lord Mayor of Hull (Councillor R. Richardson) and the Managing Director of N.F.S. Ltd. (Lt.-Col. tvo Edwards). to enervate the rising generation and detract from self- reliance, may say that a wireless receiver is a needless luxury fer early solos, but whereas it would be quite pos- Sible to tie a beginner too closely to his instructor’s apron- strings-—or antennee—there can be no doubt about a great increase in safety during the first hour or two of solo. During and after the demonstration the activity on Hes- ton Air-Park was quite inspiriting. Besides Klemms, Moths, Avians and Bluebirds, there were several Desoutters arriv- ing, departing or ‘aerobatting.’” A Moth IIT flew over and disappeared again at impressive speed, an Avro V landed from foreign parts, and Mr. Clarke demonstrated the Junkers Junior in some inverted flying and slow rolls that were quite remarkable for a low-powered machine with nigh wing loading.—F. D. B. Incidentally the Heston Easter Tour, in which twelve or fifteen machines will journey round the Continent, will start from the Heston Air-Park somewhere between 11.00 hrs. and 12.00 hrs. on Thursday (to-morrow), April 17, so people who want to see the start of this impressive pro- cession should be there in good time. THE HULL MEETING. The new club-house of the Hull Aero Club at Hedon was opened by Air Vice-Marshal Sir Sefton Brancker, the Director of Civil Aviation, on April 12. The weather was kind and the conditions ideal. Hedon is the Municipal Aerodrome for Hull and was opened by H.R.H. Prince George on Oct. 10, 1929. _ There was a big attendance, and something approaching ten thousand people watched the Air Pageant. Ther2 were ten competitors in the Kingston-upon-Hull race, the course for which was four laps of seven and a half miles. The race was open to all private owners and members of flying clubs. The first prize was the Challenge Trophy, presented by Sir Arthur Atkinson, which is held for One year, and a replica, to be won outright. The first machine home was Miss Pelly’s D.H. Moth, piloted by Flg. Off. H. H. Leech. The second was the A.D.C. Cirrus-Hermes Avian, piloted by Fig. Off. Thorn, and third Miss Spooner, who was naturally flying her own machine. As Mr. Leech was disqualified for failing to round a turn- ing point correctly, Mr. Thorn won the Trophy, and Mr. Ivor Thompson, who flew his D.H. coupé Moth, was placed third. After the opening lunch, Sir Sefton Brancker said that the Sheriff of Hull had promised that Hull would produce a cup for the King’s Cup Race. Hedon aerodrome was a stopping place in that race. Hull had the third municipal aerodrome to be licensed. To-day there were five municipal aerodromes, eleven more would be licensed in the near future, and twenty-one were “in the offing.” We were still, compared with the United States, behind the times, though the U.S.A. had not to bother about inter- national complications. ZANZIBAR—NAIROBI. The arrival by air of Mr. Camovbell Black in Zanzibar was reported in THE AEROPLANE for April 9. On April 8 Mr. Black made a return flight non-stov to Nairobi in 5 hrs. 20 min. The machine was the D.H. Moth which belongs to Wilson Airways Ltd. APRIL 16, 1930 AT HULL.—Mr. Jackaman, Miss Spooner, Miss Winifred Brown, and Sir Sefton Brancker. THE CHALLENGE INTERNATIONAL DE TOURISME. | The French Air Minister has out aside the sum of 200,000 francs for the French participation in the forthcoming Challenge International de Tourisme. This sum of money will be avvortioned as follows :— 20,000 francs will be nut towards the cost of the organisa- tion of the contest in so far as it concerns France,—that is the preparation and organisation of the French controls, etc. The remainder of the money will be divided among the French competitors. The first, second, third and fourth French competitors, flying French aircraft with French engines, to finish will receive 30,000, 20,000, 10,000 and 5,000 francs respectively. If the first French comovetitor to finish is classified first in the comvetition he will receive an additional 30,000 francs. The remaining 85,000 francs will be allotted as vrizes to French competitors in provortion to the awards of points for technical and constructional qualities, as determined by the German Aero Club in the Technical Tests which will be held in Berlin after the Tour of Europe. THE NEXT BROOKLANDS FLYING MEETING. The Brooklands School of Flying Ltd. is organising a Fly- ing meeting for May 17, to inaugurate the new Brooklands Aero Club, which has been formed by this enterprising school. An “ All-star” programme has been arranged. This will include flying exhibitions by Mr. Hubert Broad and Mr. THE HULL AERO CLUB MEETING.—Left to right: Mr. I. W. H. Thompson, who was third; Mr. Mallinson; Fig. Off. Leech, who was first in the race but was dis- qualified; Capt. Thorn, first; and Mr. E. S. Olney of Cirrus Aero-Engines Lid.

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The Aeroplane APRIL 16, 1930 a |= 4 a Vea gh — Ie ee SSS S55 4 [a SSSSSS|E—SS=== == Ln) FS wy 4 = —————SS THE HAWKER TOMTIT. (Armstrong Siddeley Mongoose Engine ) ‘Tue IpeaAL [TRAINING MACHINE AND THE ONLY TYPE COMPLETELY EQUIPPED FOR BLIND FLYING.” THE H. G. HAWKER ENGINEERING COMPANY LTD., Specialists in Military Aircraft. Works: — Aerodrome :— | KINGSTON. BROOKLANDS. = “AIRCRAFT & GENERAL” = KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Digitized by Google

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=—! — bo The Aeroplane APRIE 16, 1930 ON DOUGH-NUTS.—A Great Lakes 2T.1 two-seat light biplane (American Cirrus III engine) with Goodyear Air-Wheels. Murray, the Brooklands Schools’ own as de virtuosité, a parachute drop by Mr. Tranum, and a number of competi- tions will also be held. An Autogiro and several other in- teresting aircraft will also be present. The training staff of the Brooklands School has been added to by the acquisition of Mr. George Lowdell, late of the Suffolk and Eastern Counties Aeroplane Club. Mr. Lowdell joined the Suffolk Club from the R.A.F. to- wards the end of 1927 and since then he has demonstrated his ability as an instructor and also as an exhibition and demonstration pilot of the highest order. The instructional staff of the School is now complete for the coming season and by virtue of its highly skilled per- sonnel and the standard of training set and obtained by them the school deserves to be classed as the haut ecole of aviation training in this country. THE BRISTOL INTERNATIONAL AIR PAGEANT. At the International Air Pageant at the official opening of the Bristol Airport by His Royal Highness Prince George on May 31 two races are to be held :— (A) The Race for the Society of British Aircraft Con- structors’ Challenge Cup and the Bristol Aerial Derby. The Society of British Aircraft Constructors’ Challenge Cup carries with it a cash prize of £75 and is awarded to the light aeroplane club which enters the winning aircraft. The race is over a course of approximately 30 miles. (B) The Bristol Aerial Derby is an open handicap race for the following prizes:—l1st, Cup, presented by Merlyn’s Motors Ltd. and £100; 2nd, £50; 3rd, £25. Both races will be under the Competition Rules of the Royal Aero Club and the Fédération Aéronautique Inter- nationale. Entry forms and further details can be obtained from the Bristol and Wessex Aeroplane Club, Bristol Airport. This machine is claimed to be the first light aeroplane to be fitted with these wheels. THE ACCIDENT AT FELTHAM. The inquest uvon the body of George Edward Watts who died from injuries received when his machine crashed at Feltham on Aovril 5, was held at Hounslow on April 8. The Times says:— Captain Maxwell Findlay, of the National Flying Services, said that Watts was an average pilot, having flown 174 hours’ dual flight and four hours’ solo. His opinion of the cause of the crash was that most probably Watts stalled his engine and lost his speed, catching the trees before he regained it. The jury returned a verdict of ‘‘ Accidental death,” adding a rider to the effect that they considered pupils should have longer tuition before being allowed to fly solo. They did not think that the time spent in the air by Watts was long enough tuition. AN INTERNATIONAL OCCASION. The registration of a new company with the name of International Aircraft Ltd. was reported in THE AEROPLANE of Mar. 26. This new company are the sole concessionnaires for Breda aircraft in Great Britain and have recently im- ported two Breda 15s. Both these machines have D.H. Gipsy engines. To introduce themselves and the machines which they have to sell, International Aircraft Ltd. gave a kind of three days’ party on Apr. 5, 7 and 8, to their friends, at the Olympia Garage which is being used as a showroom. The Breda 15 is a light aerovlane of the enclosed-cabin high-wing monoplane type and was at the Olympia Aero Show of 1929. At Olympia the machine was shown with a 85 h.p. Colombo S.53 four-cylinder-in-line air-cooled engine. The design of the undercarriage has also been changed. This is now of the divided type with rubber-in-compression shock-absorbers and wheel-brakes. One hears that an inverted engine will probably be fitted some time in the future and this should imovrove the forward view a lot. Another feature cf the Breda 15, which is a YET ANOTHER.—The Klemm Monoplane at Heston, with Siemens Motor,—This aeroplane seems to have been built with more different engines than ny other make.—(“ Aeroplane” photograph.) Digitizaaia Google

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714 The Aeroplane APRIL 16, 1930 AN ANGLO-GERMAN ALLIANCE.—A Junkers Junior (Armstrong Siddeley Genet) over a suburb of Berlin. novelty for light aeroplanes, is the fitting of flap-gear to reduce the landing sveed. One was told that several ma- chines have already been sold over here. A NEW ZEALAND AIR PAGEANT. The Canterbury (N.Z.) Aero Club held its first Air Pageant on Feb. 15 at Wigram aerodrome, Christchurch, but un- suitable weather, with a north-easterly wind and mist down to 400 ft., spoilt the proceedings. All formation-flying, aerobatics, the balloon-bursting and height-estimating competitions and a parachute descent were abandoned. In view of the circumstances and the dis- appointment to the crowd of seventeen thousand which paid for admission, the Club decided to hold a further free dis- play at a later date. Only light aircraft few during the day. These included Moths, Avians, Svartans, an American Monocoune and an American Heath monovlane, with Moths in the majority. The New Zealand Air Force had promised support to the meeting, and a number of service aircraft, including Bristol Fighters, Gloster Grebes, Avro 504Ks and Moths were pre- sent, but only the Moths flew. The principal event of the Display was the Wigram Aerial Derby for light aircraft for a trophy vresented bv Sir Henry Wigram (the Patron Saint of Aviation in New Zealand). This was run in three heats and a final. Moths were first in all of them. Mr. G. Bolt was the winner of the Aerial Derby (apparently a ‘bolt from the blue) and this pilot also won the Landing Competition for vilots other than those trained by the Light Aeroplane Clubs, and a Slow Race. A Bombing Competition was won by Mr. N. Barlow (Moth). A landing Competition for Club-trained pilots for a Trophy presented by Sir Francis Boys, the President of the Canter- bury Aero Club, was won by Mr. D. E. Grigg. An All-Transport Race, which required competitors to run fifty wards, cycle fifty yards, fly round a mark, land to a mark, run and cycle two further distances of fifty yards, and then vush a wheelbarrow over the finishing line, was won by Mr. T. W. White, the Instructor of the Hawkes Bay Flying Club, who was flying a Spvartan biplane. This com- petition was run in three heats, each of three machines, and the winner of the fastest heat won the event. The unfortunate weather which made flying only possible in the drizzle below the low clouds put all spectacular flying out of the question. In an attemovt to give the public some- thing for their money the pilots, many of whom were Club- trained put up some fine flying. THE BRITISH EMPIRE LEAGUE. A reception was given by the President and Council of the British Empire League at the British Emoire Club on April 10, to meet Mr. R. N. Chawla, the first Indian pilot to fly frim India to England, and Mr. A. Engineer, who accom- panied him. The guests were received by Lieut.-Colonel the Rt. Hon. Sir Leslie Wilson, G.C.S.1., G.C.I.E., C.M.G., D.S.O. ® THE MOTH SUPPLEMENT. This came from a reader, hitherto unknown, the day after the Moth Supplement was published :— Allow me to compliment you on the Moth Supplement appearing in the current issue of THE AEROPLANE. I consider this to be most in- teresting and instructive, and hope to see further supplements from time to time dealing in the same comprehensive manner with the products of other British aircraft firms. THE LEICESTERSHIRE GLIDER CLUB. The Leicestershire Glider Club has been formed with headquarters at the Turkey Café, Granby Street, Leicester. Mr. A. A. McLaren is Hon. Secretary. Mr. N. D. Hull is chairman of the Committee. The Club is fortunate in havy- ing as President Mr. J. A. Hartopp, who has generously given permission for the Club to use his estate of Bradgate. The Club are having a glider built. This will be exhibited, but not flown, at the Leicester Flying Meeting on Aor. 19. THE KENT GLIDING CLUB. On Avr. 3 the Kent Gliding Club held a general meeting at which a number of new members joined the Club. The Club announces that they have now secured a gliding ground near the White Cross on the side of the North Downs at Lenham, close to the main London—Folkestone Road. Flying and non-flying members are equally eligible for election to the Club. The ‘annual subscriptions are one pound, and ten shillings, respectively. The entrance fee is ten shillings. The Hon. Secretary is Mr. Eric G. Parks, 76, Week Street, Maidstone, Kent. IN THE AIR.—Two views of the Comp:r Swift (A.B.C. Scorpion). The pilot is Flt. Lt. N. Comper, the designer. Digit ae Google

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Aprit 16, 1930 The Aeroplane 715 GLOSTER wo. The Pioneers of Steel Aircraft and Variable Pitch Propellers. “ Flight’ Photograph. GLOSTER A.S.31 IN METAL. FOR SURVEY AND PHOTOGRAPHIC WORK, Designed and built by the Gloster Aircraft Co., Ltd. As used by the Aircraft Operating Co., Ltd. The Gloster Atrcraft Co. Ltd. are spectalising in civil atrcraft—Survey, Passenger Carrying, Freight Carrying and Postal Machines. GLOSTER AIRCRAFT CoO., LTD., GLOSTER WORKS ano AERODROME, HUCCLECOTE, Gtos. THE STEEL WING 0, Ltd. * = “24 & KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. a tig ; Pa = ee , Digitized by 3008

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716 The Aeroplane APRIL 16, 1930 THE AUTOGIRO BAY , Ge ae - ——_ ee zo \ Se MN ea The C19 Machine, with device for starting the rotor blades. The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall]. It can ascend and descend in a small area. ~~ ea @] For further particulars apply to: Bye "FE, o a hee 4 LGPOWIT UL ELT LO DOE LL WOVE LE: Pa ee BPs, Sg Ok oe Be ee 5 ‘ S > \~ ‘ we . al SS ee » SS 5% a a my ak ae Net THE > \ : | : : = t tee Bk CIERVA AUTOGIRO COMPANY Ltd. | Bee nt cO LID BUSH HOUSE, LONDON, W.C. 2. British Petroleum Co. Ltd. Britannic House. Moorgate, E.C.2 Distributing Organization OB ae Telephone; Temple Bar 2561. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 16, 1930 The Aeroplane | T17 COMMERCIAL AERONAUTICS. THE GUILD OF AIR PILOTS AND The Guild of Air Pilots and Air Navigators of the British Empire have issued their first general report, covering the period from October 1929 to March 1930. The Court of the Guild is composed as follows :— Master.—Air Vice-Marshal Sir Sefton Brancker, AF.C. Deputy-Master.—Squadron-Leader O.B.E., A.F.C. Wardens.—O. P. Jones, A. G. Lamplugh, Norman Mac- millan, M.C., A.F.C., A.F.R.Ae.S.; A. S. Wilcockson, Esq. Members of the Court.—Flt. Lt. G. H. Allison, Lt. Cdr. N. G. Atherstone, A.F.C.; J. B. L. H. Cordes, Fit. Lt. H. D. Davis. F. Dismore, Ordre de Leopold II (Belgium); E. L. Hope, H. J. Horsey. E. A. Jones, Charles R. McMullin, C. A. Pike, A.F.R.Ae.S.; the Rev. P. Donald Robins, A.F.C.; Col. the Master of Sempill, A.F.C., F.R.Ae.S.; F. Tymms, M.C., Chevalier de l’Ordre de la Couronne, Croix de Guerre, A.F.R.Ae.S.; L. A. Walters, Sir Arthur Whitten-Brown, K.B.E. Clerk.—Lawrence A. Wingfield, M.C., D.F.C. Honorary Chaplain.—The Rev. P. Donald Robins, A.F.C. Honorary Auditor.—Ernest Harry Wingfield, F.C.A. The Guild nominally came into existence on Oct. 1, 1929. It arose out of the general desire expressed at an informal meeting of Air Pilots and Navigators held on Feb. 1, 1929. The preliminaries of drafting the rules and preparing a scheme by which a duly elected Court could be brought into existence which could in turn proceed to the election of members, were all matters requiring the greatest care and attention, and fully occupied the succeeding seven months. For all the patient work involved therein thanks are due to so many that it would perhaps be invidious to mention nemes, but one is bound to record a tribute to the whole- hearted and loyal energy and toresight displayed by Sq. Ldr. E. L. Johnston, and to say that the existence of the Guild is very largely due to his efforts. One would also like to record appreciation of the good counsel and ready interest of our first Master, Air Vice-Marshal Sir Sefton Brancker, K.C.B., A.F.C., who, notwithstanding his innnumerable other activities, has always been ready to lend a sympathetic ear to pilots’ ‘difficulties. | The Election of the Court took place at the Meeting of the Foundation Council on Oct. 7, 1929, and can be -said to be the first official act of the Guild’s existence. On Oct. 19, 1929, the ceremony of installation of the first Master, Deputy-Master, Wardens and Members of the Court was performed by the Chaplain and Clerk at the Hotel Cecil in the presence of the members of the Guild. This ceremony was followed by the inaugural dinner, at which 120 persons were present. Among the guests were many of the leading men and women in the Aircraft Indus- try and the Air Force. The _ principal guest was His Majesty's Under-Secretary of State for Air, Mr. F. Montague. Six months have elapsed, and it is now possible to give a review of the work undertaken and accomplished during that veriod. K.C.B., Ernest L. Johnston, Comnittees. The following Committees have been set up :— Finance.—Sq. Ldr. E. L. Johnson (Chairman), O. P. Jones, H. J. Horsey, W. L. Hope, C. R. MceMullin, Cdr. N. G. Ather- stone, A. S. Wilcockson, the Rev. P. D. Robins, Norman Macmillan. This Committee meets regularly each month prior to the monthly meeting of the Court. Accident.—_N. Macmillan (Chairman), A. S. Wilcockson, O,; P. Jones, A. G. Lamplugh. This ‘Comunittee was appointed with the object of con- Sidering flying accidents from the pilot’s point of view. No committee of inquiry has ever been held by Competent Air Pilots in the past, indeed the machinery for instituting such a committee did not exist. The object of this committee is to determine whether the risk to life of pilots and passengers in air transport is unduly great, and what steps, if any, can be taken from the pilot's point of view to eliminate risks. It is not intended to examine any Specific accident, but merely to collate the practical experienees of members. The committee is still sitting. and will report on or before June 30, 1930. The Guild in Relation to Other Aeronautical Bodies.—It is of interest that a resolution was passed by the Royal Aeronautical Society on Nov. 19, 1929, approving the applica- . iion of the Guild of Air Pilots and Air Navigators of the British Empire for recognition as the body primarily con- cerned with the welfare of Commercial Pilots. A similar NAVIGATORS. resolution was shortly afterwards recorded by the Air League of the British Empire. Legal Representation.—One of the most important eiatters that early arose for consideration by the Guild was the question of legal representation of the Guild and its mem- bers at inquests and courts of inquiry. It has been laid down that in the case of members, legal representation be taken by the Guild at all inquests and inquiries, and that in the case of non-members the Guild should be legally represented in all cases where it is conceived a point of policy or principle affecting the members of the Guild is concerned. As it is sometimes necessary to take decision upon a matter of this kind with great urgency, the Master, Treasurer, and Clerk are empowered to incur a limited expenditure in the first instance without the consent of the Court. Contravention of Air Navigation Regulations—The atten- tion of the Court was called to the fact that very often low flying over towns involving breaches of the A.N.R. was deliberately undertaken for commercial gain. One occasion in particular was reported, in which three different news- papers requested aerial pictures of the R.101 flying over London on Oct. 14, with the Thames and Houses of Parlia- ment in the background of the picture. This request was declinei by the member to whom it was made, upon the ground that this was a dangerous thing to do with a single- engined machine, and, furthermore, was strictly against the air navigation regulations in force. Nevertheless, another firm (not members of the Guild) took the pictures, which were duly published in the papers, to the financial dis- advantage of the member concerned. The Court expressed the view that such breaches were to the detriment of the Guild, as being calculated to bring the professions of Air Pilot and Navigator into disrepute, ana communicated their view to the Air Ministry, expressing, on behalf of the members of the Guild, their desire to see the regulations strictly observed. The Air Ministry have now invited members to report to the Guild any cases of contravention of the regulations that may come to their notice. The registration markings of the aircraft should be noted to enable the machine to be identified and the Air Ministry will then take appropriate action. Social Activities—In January the Guild were able (through the courtesy of Mr. Alexander Duckham) to ar- range for a private exhibition of M. Louis Bleriot’s film, “25 Years of Aviation,’ which was attended by about 100 members and friends, and was greatly appreciated. Mr. Duckham has also expressed his desire to present the Guild with a “Loving Cup” to start its collection of plate. A suitable design has now been selected, and the Guild will receive the cup shortly. Navigation Classes —Through the enterprise of Capt. A. G. Lamplugh the Guild has held throughout the winter a successful course of Navigation Classes. These classes have been so popular that many more applicants applied than could be catered for, and it has been found there is a widespread demand for similar classes in the provinces. Endeavours are being made to arrange to meet this demand. The Court has recently had under review the whole ques- tion of present-day methods of education and training for Commercial Pilots, and has been asked to submit to the Air Ministry a memorandum embodying its views. It de- Sires to record its grateful thanks to Capt. A. G. Lamplugh | for all the work he has done in this connection. Coat of Arms.—The question of an heraldic coat of arms for the Guild has been under consideration for some time, and a suitable design has been prepared and approved by the College of Heralds. Owing, however, to the expense entailed for the College of Heralds’ fee (the total expenses are estimated at approximately £250) the matter has been left in abeyance for the time being. Convention for the Unification of Air Transport, dated Oct. 12, 1929——The Court has had under consideration the Convention above referred to, from the pilot’s and navi- gator’s point of view. The Court are also considering certain proposals made by Dr. Herman Doring to the International Law Association, the chief of which is that in the event of temporary forced landings of international air transports the obligation of the pilot to communicate with the Customs authorities should be waived where the cause of the landing can be quickly located, and that in the event of longer delay the pilot, acting as representing the competent Customs autho- rity, can effect a provisional Customs examinatian and seize

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718 The Aeroplane APRIL 16, 1930 such articles as in his opinion are subject to Customs duty. The Court expressed their approval of these proposals and informed Dr. Herman Doring and the International Law Association. Renewal of B Licences.—Certain complaints of pilots with regard to the expense of outside medical consultation in ‘connection with the renewal of “B” Licences have been made. The Court has taken the matter up and expect to ‘be able to achieve an improvement from the pilot’s point of view in this connection. Associate Membership.—In February a committee was set up to explore the possibility of Associate Membership. The committee recommended the proposal subject to limitations, which they mentioned. In considering the class of person to be admitted as an associate member, they thought that (a) he must be a British Subject; (b) he must -be engaged in Commercial Aviation. The committee were of opinion that the applicant should ‘be definitely, though not necessarily, earning his livelihood as a pilot or air navigator. They further recommended that an associate member should have no vote in the management of the Guild and should pay a subscription of £2 2s. per annum. The report -of the committee came before the Court on Mar. 11. They, however, came to the conclusion that the time was not yet ripe, and resolved that the matter remain in abeyance for 12 months. ' Pilots’ and Air Navigators’ Insurance Against Loss of Certificates or Licences.—The Guild has for some time past had under consideration the question of an approved policy protecting pilots and navigators against loss or suspension of ‘their licences, and possibly their livelihoods. Such a policy would provide for weekly payments during suspension, and a lump sum in the event of the Secretary of State refusing +o renew the licence. The Guild are engaged, in conjunction with underwriters ‘specialising in this class of insurance, in getting out an approved form of policy, and are assured that it will ulti- mately be available to members at a premium less than that payable by non-members for similar benefits. Further details will be issued in due course. Income Tazr.—The Guild has resolved to afford financial Support to one of its members who, on behalf of himself and many other pilots, is fighting a test case. One of the principal contentions involved in the case, which is being -brought against the member by the Crown by way of appeal © from the decision of the Special Commissioners - already given in the member’s favour, is the question of allowance of the cost incurred by a pilot for running of motor-car to get him to and from his place for starting work. The contention of the pilot is that he cannot be said to have his place of business at anv particular aerodrome, Seeing that all aerodromes served by the air line employing ‘him are equally places of business. His case, therefore, being different from that of an ordinary employee (who has a fixed place of business), and a. motor-car being essential by reason of his never knowing when he may he called upon to start work, the cost of his motor-car ought to be allowed for income tax purposes. While this question probably affects only pilots employed by an air line, the Court have considered it of sufficient importance to justify their support. There are also involved in the case several other questions of even more general application to pilots. Fifth International Air Congress at The Hague—The Guild has been invited to send delegates to this Congress. It is greatly hoped that a member or members will read papers upon the subject of air transport from the pilot’s point of view, and the Master is of opinion that such a paper would be of great value. 8 : The papers must be submitted to the Secretary-General of the Congress on or before April 30, 1930, and any member willing to do so should communicate with the Clerk to the Guild as soon as possible. Endowment Fund.—The Court has resolved to set up an endowment fund, with the object of— (a) Charitable assistance to widows and orphans of members in cases of need. | (b) To provide the Guild with an income independent of subscriptions. (c) To provide for legal representation of the Guild and members at inquests and courts'of enquiries into air acci- dents, Parliamentary enquiries, etc. . A donation of £50 has already been received. THE AIR SURVEYORS. On Apr. 7, Mr. and Mrs. Alan Butler reached Broken H=1, Northern Rhodesia. On April 10 they reached Bulawayo and on April 11 continued their journey to Cape Town whence they will “roll down to Rio,”—by ship. Major Cochrane Patrick will bring the machine back from Cape Town for the survey of Northern Rhodesia. Apparently Mr. and Mrs. Butler had a few mild excite- ments. At Juba, while a punctured tyre was being repaired, a gust of wind blew the machine off the jack and broke the axle drum. On Apr. 13 Mr. and Mrs. Butler landed at Pretoria. A BIG STEP FORWARD. The Postmaster-General announces that a night air-mail service between London and Brussels will start on the night of Apr. 14. The service will run nightly except on Satur- days and Sundays. The latest time of posting at the London G.P.O. will be 23.00 hrs. The mail reaches Brussels in time for the first delivery. All classes of postal packets (except parcels) may be sent. Registration, but not insurance, is admitted. . An air fee of 2d. per ounce must be prepaid, in addition to ordinary postage. A HOME FROM HOME.—This shows a complete aeroplane shed supplied by Boulton and Paul Ltd. of . Norwich to the Aircraft Operating Co. Ltd for their base at Bulawayo from which they will work during the extensive survey of Rhodesia for which the A.O.C. has recently contracted. Boulton and Paul Ltd. specialise in this class of building and have already supplied a number of similar buildings in the Overseas Dominions. The price of such a shed is just about half the price of a wooden shed covered with fabric. There is interest in noting that Boulton and Iaul’s have also supplied two complete sets of motors-cum-dynamos to the Aircraft Operating Company. ‘Ihese are used in their various camps both for lighting the camps and for charging accumulators for long range radio work. Many sets of similar electric equipment have been sold in South Africa and Austraha.

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APnm 16, 1930 The Aeroplane 719 SES QS Giaraioy Fade Ltd. AUTOMATIC SLOT CONTROL ‘* Personally, speaking from 2,500 hours’ experience in France, India and South Africa, I never want to fly a machine again that is not fitted with slots.” Captain Hedley Ford, Southern Rhodesia. HANDLEY PAGE, LTD., Telephone : Cricklewood, Telegrams : Hampstead 7500. LONDON, N.W.2. Hydrophid, Crickle, London. Easy-folding Doors of extra-large size and remarkable strength The great size of these ESAVIAN Folding and Sliding Doors at Heston Aero- dromeisstriking- ly demonstrated by comparison | with the three- storey buildingin ; the foreground _ of the lowerillus- tration. 100 feet in width by 19 feet high, + =a fit- ted with patent winding gear, they will with- stand the greatest strain, andcan be easily operated |; by one man even — in wind or storm, ESAVIAN. DOORS ~ Ask for pamphlets and Detail Prints. (Aerial photograph by courtesy of ‘' Flight.’’) E. S. A., aan House, 171-181, High Holborn, London, W.C.1. Phone : sdlboxn 9116, ‘ ? Specially strong purposemadefitt- ings attached to sliding uprights (Patented) carry the weight and run on a strong rail set in con- crete. ESAVIAN doors have been fitted to Govern- ment Aerodrome Hangars all over the country, covering in all over ten miles of openings, vary- ing in height up to 32 feet and in length up to 100 feet. ; Ask for pamphlets and Detail Prints. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. | |

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720 The Aeroplane NEWSPAPER TRANSPORT IN FRANCE, A new company, known as the Société de Transports Aériens Rapides (Star) has been formed in France to carry newspapers from Paris to the coastal resorts on the North Sea, English Channel and Atlantic coasts. Eight pilots have been engaged, with M. Denis, formerly of Air Union, as Technical Director and Chief Pilot. The equipment of the company consists of seven Nieuport- Delage 641 cabin monoplanes (240 h.p. Lorraine engines) and three Fokker F.VII monovlanes (450 h.v. Lorraine). This company does not receive any subsidy from the French Government,—which is a hopeful sign for Commer- cial Aviation in France. THE LATEST IRVIN AIR CHUTE. The parachute was originally developed for use in con- junction with open-cockpit military aurcraft. With the growth of civil aviation this use was expanded to embrace open-cockpit civil aircraft. The Irving Air Chute Co., Inc., of Buffalo, N.Y., has pro- gressively increased its sales of Air-Chutes to civil users and the number of lives saved has kept pace with their sales. In 1924 only one-half of one per cent. of their production went into civilian use, but eleven more lives were saved that year including one civilian. In 1928 12 per cent. of their production went into civilian use. Sixty-three lives were saved that year and of these seven, or about 11 per cent., were civilians. In 1929 their sales for civilian use were 28 per cent. of their total sales, and 102 lives were saved of which 28, or approximately 274 per cent., were civilians. Readers should not regard these figures as indicating the dangers of civil flying, for practically all the civilians who took to their parachutes were either test pilots trying out’ experimental machines or else American air-mail pilots who abandoned their machines when lost in fog or snow-storms. One knows of no instance of a private owner having to use a parachute in this country. The question of the use of the parachute from cabin or enclosed cockpit aircraft has given rise to much argument. The difficulty of getting through a cabin door particularly when more than two or three peovle wearing the standard free type parachute are required to leave the machine in an emergency has always been present. In a multi-seat cabin aeroplane as much room as possible has to be saved without cramping the accommodation and so long as a pas- senger has had to wear a seat pack the introduction of this life-saving device to closed aircraft has been handicapped. ‘Recent tests in the United States showed that twelve men could leave a Ford monovlane in ten seconds. This was conducted by the U.S. Army and was done obviously by an ex- perienced parachute jumvers from an unencumbered cabin under ideal conditions. Nevertheless it did prove that the parachute could be used from cabin aircraft or from any craft in which parachutes cannot be comfortably and con- veniently worn all the time. APRIL 16, 1920 About two years ago the Irving Air Chute Co., began to develop a type of Air Chute which would be particularly applicable to cabin aircraft. This parachute has now been perfected and is known as the Quick-Connection Air Chute. This Air Chute was first introduced in England by the Irving Air Chute of Great Britain Ltd., of Letchworth, for specialised use in the R.A.F. by observers to whom a seat pack would be inconvenient when standing up and operating the guns of a war machine. Its design and arrangement make it particularly applic- able for use in cabin aircraft. The parachute pack and the harness are not permanently connected. The harness, which is worn as usual, does not differ essentially from the usual Irvin Air Chute harness either in material or design, except that suspended from the shoulders of the wearer in front, to lie slightly above the waist, are two safety-hooks or snaps. The parachute pack is a separate unit and is carried in a rack or on hooks, either in the cabin or cockpit within arm’s reach of the person who may wish to use it. On the parachute pack are two small metal bars about an inch and a half long the same distance apart as the snaps on the harness. To connect the two it is only necessary to press the pack against the breast so that the two metal bars click into the two safety snaps. Once in they cannot be removed un- less the safety catch which is held in place by a light spring is released. The metal bars are attached to the parachute pack by metal plates which also form the attachment for the shroud lines. These shroud lines are continuous and pass from one anchorge up to the chute, over the,chute down the other side to the other anchorage and then back to the first one. The result of this is that if in excitement the user of the parachute fails to connect the pack to the harness by both snaps but only by one, the chute will function with as much efficiency and just as safely when once the rip-cord is pulled. In riding.down to earth the harness will not feel so com- fortable if only one snap is connected, but the safety factor is just as great and the chute will open just as quickly. Each of the four edges of the canvas pack cover is fitted with a canvas handle which is made so that it projects out from it. It can be carried and handled by any one of them. The chute is overated in the usual manner by a jerk on the rip cord, which has a particularly large ring to make it easy to find and grip. The Irving Company has also introduced a different type of Air Chute for the air traveller. This type fits the wearer’s back and acts as a soft cushion for the back of the seat. It is a much thinner pack than the ordinary pack and the chute inside is Spread out to make it soft and pliable for the shape of the back. When the passenger enters the aircraft and sits down he merely slios his arms through the parachute harness to be ready for an emergency. If he leaves his seat during the flight he i§ not obliged to carry the varachute, which re- mains on the seat fulfilling its function as a cushion. THE LATEST IRVIN AIR CHUTE.—Three views showing, on the left, the Quick-Connector Air Chute ready for use in an aeroplane cabin, and on the right, the harness with and without the Air Chute pack attached.

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The Aeroplane a1 Apet, 16, 1930 BRITISH SPARTAN aircrart 105/115 cIRRUS HERMES eEncINne Light aeroplanes of robust construction and high performance. Prices from &7OO 2 and 3seat models available full particulars from Simmonds Ajircraft Limited SOUTHAMPTON “SAFETY IN THE AIR——— EVERYWHERE.” _ WEAR AN IRVIN AIR CHUTE.— In accidents it will decide that you are going to meet “ YOUR FRIENDS, NOT YOUR ANCESTORS,”——————~ hen al SS THE INTERNATIONAL CATERPILLAR CLUB has now over 7 members, composed as follows :— England 33, America 197, Poland 13, Russia 3, Sweden 4, Canada 2, Denmark 2, Siam 1, Japan 1 ‘Argentine 1. All these lives were saved by IRVIN AIR CHUTES. IRVIN AIR CHUTES are used by 30 Governments, including Great Britain and Colonies, U.S.A., Belgium, le Russia, Poland, Sweden, Norway, etc. IR IRVIN THE LIFE PRESERVER OF THE AIR—— \ e ° ae Irving Air Chute of Great Britain Ltd., ach og tn ae. LETCHWORTH, HERTS, ENGLAND. clegrams: Our film ‘ Happy Landings” in standard width film, tllustrating actual eos of the Irvin Air Chute, avatlable free of charge for Clubs, KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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122 A HAPPY ENDING. The K.N.IL.L.M. (Roya) Netherlands-Indies Air Line) have received permission from the Indian Government to use . Therefore from will begin fortnightly flights to the various aerodromes in India from Oct. 1. that the K.N.I.L.M. Dutch East Indies. About a year ago the K.N.I.L.M. were allowed to use the aerodromes for a number of experimental flights but could not obtain permission for a regular air service. The reason given was that the aerodromes were still being constructed. ITALIAN ENTERPRISE IN BULGARIA. The Caproni firm. of Italy, have acquired a large aircraft factory in Kazanlik, Bulgaria. and with it the exclusive Supply of aeroplanes to the Bulgarian State. The factory had originally been in the hands of a Czechoslovak firm. CASTROL IN CANADA. The most northerly and one of the most difficult air lines in the world is being operated by Commercial Airways Ltd. of Edmonton, Alberta. The 1,800 mile run down the Mackenzie River from Fort McMurray. Alberta, to Aklavik on the Arctic Ocean, covers some of the most difficult terri- tory conceivable, barren wastes alternating with thick forests. Six-seater Bellanca Monovlanes are used, with 300 h.p. Wright Whirlwind engines, lubricated with Castrol. Canadian Wright Ltd. state that one of these motors, which had done nearly 200 hours. partly when the tempera- ture was 60° below zero, “could easily have done double the time without having to be stripped down.” Castrol is also used by the Royal Canadian Air Force. Supplies are cached in the northlands and are used for the operations of their photographic patrols. A WAY THEY HAVE. The Ordinary General Meeting of Handley Page Ltd. was held on April 8 at Winchester House. Old Broad Street. London, E.C. The Chairman of the company, Mr. S. R. Worley. F.C.A., was in the chair. He said, in moving the adoption of the report, that during the year under review that the British Government had made a first payment of £68,000 on account of the £100,000 which was the price of the rights for the slotted wing. But from this payment income-tax amounting to £13.600 was deducted. ANOTHER COMPRESSION-IGNITION ENGINE. From statements which have appeared in the daily Press. the Pratt and Whitney Aircraft Co. seem to be the latest aero-engine firm to disclose the results which they have ob- tained with compression-ignition engines. Apparently, the fuel system, which is of the-injection type. has been so arranged that the engine can be changed over from petrol to heavy oil. Indeed the chief advantage which is claimed for the engine is that it has no carburettor. BRIAN LEWIS AND C. D. BARNARD LTD. Brian Lewis and C. D. Barnard Ltd. has been formed by Mr. Brian Lewis and Mr. C. D. Barnard to sell aircraft and every aspect of service to the private owner. This company supersedes the aircraft sales side of Malcolm Campbell Ltd. and will deal in aircraft only. They have shcwrooms at Heston, where there is a ground engineer and salesman. Demonstration and trial flights can also be made there. This firm will not only sell ma- chines but teach people to fly. They will organise special flights and do all the necessary ground organisation, ar- ranging for fuel and the like, also the preparation of maps and a suitable route. In fact, not only will they provide a client with a suitable aeroplane, but they will see he gets the best out of it. THE WESTLAND AIRCRAFT SOCIETY. Under the chairmanship of Mr. V. S, Gaunt, A.M.I.Ae.E.. Mr. T. S. Duncan, of Vickers (Aviation) Ltd., delivered. on Mar. 27, before the members of the Westland Aircraft Society, a lecture on the subject of “ Aircraft Accessories.” With lantern-slides Mr. Duncan explained in detail draw- ings of petrol and oil-cocks, Vickers-Potts oil-coolers, petrol Vickers patent MALLITE PLYWOOD >; pumps (wind-driven and hand-operated). The Aeroplane APRIL 16, 1930 oleo shock-absorbers of all sizes from 200 lbs. to 1,300 Ilbs., and Vickers patent aero brakes (hydraulically operated). Immediately following the lecture a film showing models of various types of aircraft under test and a tour of the Vickers Works was exhibited. The interest in the subject was apparent by the resultant discussion. Mr. J. Johnston, proposing a vote of thanks to the lec- turer, recalled his association with Vickers Ltd. in the early days. He was gratified to know that Vickers activities had so grown as to warrant the formation of a special depart- ment to deal solely with Aircraft Accessories. THE ACCIDENT AT LIMPSFIELD The inquest upvon the hodies of Karl Wessel, the pilot, and Gustav Ferdinand Konnert, the mechanic, of the Luft Hansa machine which crashed at Limpsfield on April 9, was held at Oxted. After hearing four witnesses who were on the spot soon after the accident, the Coroner said that there was no evi- dence to show the cause of the crash. He thought that it was possible—and Major Cooper (Inspector of Accidents, Air Ministry) agreed with him—that there had been some engine defect and that the pilot was trying to find a landing place. He had probably come down closer to the ground than he realised, and the roar which the engine made seemed to indicate that he had accelerated as if to rise. That might be the explanation of the crash, although it was only a theory. Major Coover was going on with his examination, and the experts would trv to find the cause of the acci- dent. He did not think it was necessary to adjourn the inquest, and he thought the jury would be satisfied that it was an accident. The jury returned a verdict of ‘‘ Accidental death,” and commended Huntley and Manktelow for the assistance they rendered. They also exvressed sympathy with the relatives of the dead pilot and mechanic. THE LONDON TERMINAL AERODROME. ANALYSIS OF FIGURES FOR PAST WEEK. Trips per Day.—Sunday, 10: Monday, 21; Tuesday, 22; Wednesday, 22; Thursday, 21; Friday, 24; Saturday, 22. IMPERIAL AIRWAYS LTD. : London—Egypt—India: London—Le Touquet—Paris—Basie—Zurich : London—Ostend—Brussels—Cologne and return: Machines 43, pas- sengers 425, freight 192 tons. India Route: Inward, passengers 0. mail 617 lbs.: outward, passengers 2, mail 853 Ibs. AIR UNION: Paris—London: Machines 41, passengers 143, freight 102 tons. K.L.M. - Amsterdam—Rotterdam—London: Machines 20, passengers 72, freight 9t tons. SABENA: Brussels—London: Machines 12, passengers 39, freight 32 tons. DEUTSCHE LUFT HANSA A.G.: Amsterdam—London: Machines 26, passengers 42, freight 53 tons. MISCELLANEOUS : British machines 0, passengers 0. Foreign machines 0, passengers 0. Total number of trips by British machines, 43. carrying 425 pas- sengers. Foreign machines, 99, carrying 296 passengers. COMPARATIVE FIGURES. Week ending April 12: Machines, 142; Passengers, 1721: Corresponding week, 1929: Machines, 140; Passengers, 826; Crews, Corresponding week, 1928: Machines, 129; Passengers, 817: Corresponding week, 1927: Machines, 89; Passengers, 516; Corresponding weck, 1926: Crews, 388; Total personnel], 1,109. 280; Total personnel, 1,106 Crews, 255; Total personne), 1,072. Crews, 150; Total personnel, 666. Machines, 89; Passengers, 461: Crews, 116; Tota) personne}, 577. Corresponding week, 1925: Machines, 102; Passengers, 419; Crews, 131; Total personnel, 550. Corresponding week, 1924: Machines, 39; Passengers, 163; Crews, 59; Total personne}, 222. Corresponding week, 1923: ; Machines, 96; Passengers, 366; Crews, 156; Total personnel, 522. Corresponding week, 1922: Machines, 75; Passengers, 211; Crews, 128; Total personnel. 339. Corresponding weck, 1921: Machines 53; Passengers, 179; Crews, 69; Total personnel. 248. Corresponding week, 1920: Machines, 36; Passengers, 32; Crews, 36; Total personnel. 68. USED BY THE LEADING AIRCRAFT MANUFACTURERS reas =~ : Bist MOPEEATE 564 BIS Oey) LIN THROUCHOUT THE WORLD. MANUPALTUMED TO SPECIFICATION 3.V.3.8Y.- | THE AERONAUTICAL & PANEL PLYWOOD C® LP Z

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APRIL 16, 1930 | The Aeroplane . 993 The DESOUTTER SPORTS COUPE * flown by Messrs. Piper ‘and Kay | _ from England to Ausiralia was fitted with K.L.G. PLUGS. On the first direct flight to Ausiralia —the first flight to Australia and _back—the first lone flight to Aus- _tralia, K.L‘G. PLUGS were used, Cale ANOTHER © AUSTRALIAN FLIGHT FLIGH 1 pio. AEROPLANE ACCESSORIES OF EVERY DESCRIPTION. SOUTH “STAFFS. PHONE? DARLASTON 130. The best place in London S1570 for Flying Kit The fact that every piece of equipment _ is the result of combining the bestideas of experienced pilots—the further fact | that the range of fittings is unusually: complete and ensures perfect fit—thesc make the Fourth Floor at Austin Reed’s of Regent Street unquestionably. the best place in London for Flying Kit. \ISTIN REED'S of REGENT STREET 103-113 REGENT STREET, LONDON, W.1 Telephone : Regent 7911 AUSTIN REED LID. LONDON KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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724 The Aerop lane APRIL 16, 1930 THE BIG AND LITTLE OF IT .—Left, the Napier Racing engine, which beat the World’s Speed Record, after the Schneider Contest, and right, the Napier Cub, of four or five years ago. As the chains in the photograph show, they are seen almost to scale, yet the small One gives 1,275 h.p. against the 1,000 h.p. of the big one. END VIEWS.—The two Napiers seen above. USEFUL ALUMINIUM DATA. The British Aluminium Co. Ltd. issue a very handy book- let under the title Aluminuim Foundry Data. This small work of reference contains everything that anybody could want to know about aluminium and its alloys. The first pages describe the Physical Properties of the metal and name the resvonsible authorities, next come the dimensions in which the raw material is suovlied as standard notched bars, as ingots, as rolling slabs, ground billets, and the like. Specifications of the various alloys are then given, together with their particular properties. A number of pages are devoted to photographs which illustrate the variety of uses to which aluminium and its alloys can be put,—from components of a Schneider Trophy engine to “cards” used in the worsted industry. The remainder of the booklet, and by far the largest por- tion of it, is devoted to Shon Practice. The matter here ranges from the choice of a furnace for melting to methods of getting the best matt finish. The best foundry practice is described, and much advice about machining is given. There is even a hint for the house-wife to the effect that although aluminium utensils are sold with the advice “ use no soda,” thev can be so scoured providing the solution is a allowed to stand and a washing with clean water fol- Ows. This little book is full of useful information for those who have to use, or design for the use of, aluminium,—and who in the aircraft industry does not? One advises all such people to write and ask the British Aluminium Co. Ltd., Adelaide House, King William Street, E.C.4, to eend then. a copy. MARCONI Light Aeroplane Equipment A wireless set specially designed for the modern “light” aeroplane 1s the Marconi Type A.D.22, supplied as a combined Transmitter and Receiver or Receiver only. Light, compact, and highly efficient as it is, it does not require skilled operation. The set may be ‘fitted in any convenient part of the machine and operated from the pilot’s or passenger’ s cockpit by remote control. MARCONI’S WIRELESS TELEGRAPH CO. LTD., MARCONI HOUSE, STRAND, LONDON, W.C.2-

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The. Aprit 16, 1930 Tas _ AM.CUSTOMS. Pea Full Customs facilities are available AT HESTON [his is one of many reasons for making freston your home aerodrome; ofhers are - Service, Loc k-up hangars, FRestauranf, easy access fo London. AIRWORK LIMITED 7 W/HESTON AIR PARK HOUNSLOW MIDDLES EX HAYES 410. have carried and y supplied the jy, AVIATION 4 Wy IN DUSTRY BrownBrothers GREAT EASIERN STREET, LONDON, E.C 2. more than Brown Brothers Ltd. Aeroplane Us SUVSTCVETDOUDDYQETURLL OV UUDOOUVOOTLTEDUTELECUE CETTE 725 The Oldest and Only Office devoted entirely to Aviation Risks Claims paid to date EXCEED £350,000 BRITISH AVIATION INSURANCE GROUP LIMITED. Registered Office : | 78. 79 80 Cornhil!, London, E.C.3. Tetepho Avenue 8662 (four lines E ! ele? one Chbles ee ee Unio ist, Lowdo ." Underwriting Office : Lioyd'’s Buil/ings, 3-4, Lime St., E.C.3. Te lephone Monument 1288, TeLgrams & Cables - “Aviagroup, Lime, Lendo«. MTUUTUETUTUTTTTTUTETETUTIE LLC LC ROCCE eH eee 6 \ aij THE SWIFT. SINGLE =— SEATER Hire eur chase erms canb Arrange d- ; ate COMPER AIRCRAFT C°L" Tritt HOOTON PARK 39 riences ea AERODROME q CHESHIRE “SW.t i: — ==) LL ANTI KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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126 Ne en ey, A NEW COMPASS FOR LIGHT AEROPLANES. An interesting light aeroplane compass has just been in- troduced in this country by E. F. Stephen, of 141, Bond Street, who will be the sole concessionnaire for this country. This is known as the “ZN” Compass, and the German makers, Ziuird, Jackenkroll and Co., claim for it that it is a definite improvement on existing compasses in that it is non- periodic rather than aperiodic. That is to say, by careful design it has been possible to make the value of the magnetic moment so large in pro- portion to the moment of inertia that only a comparatively small amount of damping is, necessary to eliminate oscilla- tion. As a result the indication of the compass, although steady, is unusually rapid. For instance the makers claim that after a displacement of 45° the compass card will show a steady bearing in less than 5 seconds. By the use of Elektron it has been possible to reduce the weight to 11 ounces. As it sells at ten guineas complete, this is the lowest-priced compass for light aeroplanes on the market and should meet the needs of private fliers for a light inexpensive compass which is nevertheless reliable. Background is the a popular ENN ° s SS Jupiter” ae WN LNIN SWAY . EW 4 4 ’ Ny NS SY RA) N a BAY A . : eS : S SS Ww fae ree PAS NY » Ax SS an 4 a : a8 = IWS : Aw SS Y SARS 35 ISS VERY NS Sx rss MWA SAYS C'S RE SWeesei5 5: SAWS RAS REN A WOW ‘ SSE SERS Sy LM \ BASSES CSAS SS WWE SL nates NSS SSRN AS WAN SMSSSS LENL QV, Se SX SEES MAES SA res ‘ > - ea me ~S i SS SAN we NS . wr \° s s a wis ; * NS NS \ WS: N lett ANS RST : EN NNO OSNESISEE PN ST : \S AGNES ENS N: SS NTP SEES WW : CaS ‘ KERRY GAY . NS HOHE HAA. YN Re SS Se OSEAN GE SS <eN ete . wave weeeene iu) SPEEDOLENE Aero Engine. ore P.4.— DT.D.109 ~ Manufactured to the . Air Ministry's Specification, ——- ISSUED UNDER A.I.D. RELEASE NOTES. SILVERTOWN LUBRICANTS LIMITED, MINOCO WHARF, WEST SILVERTOWN, E.16. ’Phone: Albert Dock 1071 (4 lines) 'Grams: ‘“Vo'unetric,"’ Silver, london. THOROUGH AND INEXPENSIVE FLYING INSTRUCTION. AIRCRAFT SALE OR HIRE. AIR TAXI SERVICE. /\ INSURANCE. ‘<5 TOURS. COUNTRY CLUBS. APRIL 16, 1930 6 There is also a Mark II model costing £1 extra, which is recessed into an aluminium panel, which can be screwed - into the dash, so that the whole makes a very neat and incon- spicuous fitting. The concessionnaire will send a folder de- scribing the compass on request. “PERSONAL NOTICES. DEATHS. ARMISON.— On April 10, af Eastchurch, as the result of a flying accident, Telegraphist James Ronald Armison, R.N. TEALE.—-On April 8 at Duxford, Cambridge, as the result of a flying accident, Roger Pridgin Teale, Flg. Off., No. 19 (Fighter) Squadron, R.A.F. Mr. Teale passed out of the R.A.F. College. Cranwell, in December 1926 and was posted to No. 19 (Fighter) Squadron. He was a qualified signals officer. ‘ . WILSON.--On April 10, at Eastchurch, as the accident, Ernest Leonard Wilson. Fig. Off., R.A.F. Mr. Wilson entered the R.A.F. with a short-seryvice commission in November 1925 and after a course of flying training at No. 1 F.T.S., Netheravon, he was posted to No. 2 (Army Co-operation) Squadron. He served in China with the Squadron when it was part of the Shanghai Defence Force. He was promoted to Flying Officer in July 1927 and in September 1929 he was posted to the Armament and Gunnery School, Eastchurch. FORTHCOMING MARRIAGES. WISEMAN-CLARK—PEMBERTON.—The marriage arranged between Fit. Lt. F. W. Wiseman-Clarke and Miss Cynthia Pemberton will take place at St. Paul’s, Knightsbridge, on April 26, at 2.30 p.m. - WHITE—RITCHIE.—-The engagement is announced between Fill. Lt. _ Frank Leslie White, R.A.F.M.S., elder son of Dr. and Mrs. F. H. White, London. and Helen Reoch, only daughter of Mr. and Mrs. D. H. W. Ritchie, Dura, Cupar, Fife. MARRIAGE. HOPE—BALFOUR.—On April 12, at Ranmoor Church, Shefheld, Flt. Lt. Eustace Jack Linton Hope, A.F.C., R.A.F., son of the late Major Linton Hope and Mrs. Hope. of. Kingshott, Fernhurst, Sussex. to result of a flying Evelyn Hope, daughter of Sir Arthur and Lady Balfour, of Ropes, Fernhurstl, Sussex, and Riverdale Grange, Sheffield. _ BIRTHS. BAILEY.—On April 7, at St. Quentin, Slow Park Circle, Newport, Mon., to Margaret (nee Davies), wife of George Buchanan Bailey, D.F.C.—a daughter. TRUSK.—On Mar. 31, at Hitchin, to Winnifred, C. W. L. Trusk, A.F.C., R.A.F.—twin daughters. Capt. wife of Fig. Of. — SVSSSSSSHSESSISEE _————— F4 = —————— —— — , ——— Unequalled Value Brilliant Performance and Absolute Dependability .»esmake WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S. A. Cable Address: WACO TROYOHIO NATIONAL FLYING SERVICES ADVISORY SERVICE ON ALL AIR MATTERS. MAINTENANCE. NATIONAL FLYING. SERVICES LTD.. GRAND BUILDINGS, Telephone :—Gerrard 9316 (4 lines). TRAFALGAR SQUARE, Telegrams :—"* Natflying Westrand, London." LONDON, W.C.2. AIR PARKS :—LONDON (Hanworth); HULL; READING; LEEDS; NOTIINGHAM.

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The Aeroplane APRIL 16, 1930 - 727 Taper Pins. Stainless Bolts & Nuts. Tab Washers. Fork Joints. Split Pins, etc FREMO AIRCRAFT ACCESSORIES TO A.LD. REQUIREMENTS, Manufacturers : FREDK. MOUNTFORD (BHAM) LTD.,, Fremo Works, Moseley Street. BIRMINGHA.M, MISCELLANEOUS ADVERTISEMENTS. Air Taxis Ltd., Stag fone besa Edgware. ‘Phone: All advertisements for this column slrould arrive at this Office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted A as words 1/-. Box No. ’ 6d. extra. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. ‘Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, New, fitted with Dominion 26 x 2} heavy tread tyres, and new tubes. Pair with axle, 70s. carriage forward; K.L.G. Plugs F.7, 2s. 3d.; Altimeters, 10s. 6d.‘ Shock Absorber, 5-8 in., 6d. per yard; Aero bolts, nuts, washers, etc., Tlb. bag, 4s. Above postage paid. Send for illustrated list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrationg on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: “ Aviation” Byfleet. AIRCRAFT FOR SALE. : Blackburn “ Bluebird ” side-by-side seating, all-metal con- struction. Price £795. Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street. London. Aerodrome: Heston. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. For Sale, Clarke Cheetah Single-Seater Light Aeroplane. C. of A. until September. £75. Also 2 S.E.5a airframes and one Wolseley Viper engine in good condition, £25. ae 5807, THE AEROPLANE, Cannon House, Pilgrim Street, Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. National Flying Services Ltd. (See page 726.) Quick de- liveries. New or second-hand machines. | Phillips and Powis Aircraft (Reading) Ltd. Authorised Moth Agents. Immediate delivery. Unique hire-purchase terms Offered. Exchange specialists.—Reading Aerodrome. Sonning 114. £430—Mark II Cirrus-Moth. X-type. Slots. New condi- tion. Extra instruments. Terms or part exchange. —Phillips and Powis Aircraft (Reading) Ltd. Sonning 114. £375—Mark II Cirrus-Moth. C. of A. 9 munths. Recon- ditioned; repainted. Terms or part exchange.—Phillips and Powis Aircraft (Reading) Ltd. Sonning 114. £500 ##$Mark II Cirrus-Avian, completely rebuilt by the manufacturers, brought up to the latest standard, twelve months C. of A. MHenlys, Heston Air Park, Hounslow, Middlesex. £825. Mark IV Avian, metal fuselage, done very few hours in use for demonstration purposes. Finished black and silver. Complete with compass. Henlys, Heston Air Park, Hounslow, Middlesex. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. Phone: Colindale 6183 and 6184. : National Flying Services Ltd. (See page 726.) Go by N.FS. ls. a mile; ls. 6d. two passengers. ess. iin ine AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service required in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Street, London, E.C.4. (Tele.: Central 2423.) This service is free to clients. Leading aeronautical firms use this specialised organisation, which has been built up by aviation experts. Write or *phone. i AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad London.” Contractors to the Admiralty, Air Ministry, War Office. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome’ Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly. alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. : CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 ls. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. CINQUE PORTS FLYING CLUB (Subsidised). MONTHLY SUB. 21s. (No entry fee.) Monthly competition for bona fide private pilots on first Sunday in each month —Badminton—Comfortable Club Room and Bar inside Hangar—13 hours’ by car from W. End on main Folkestone Road—Send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated booklet “LEARN AT LYMPNE.” Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth, Birmingham. National Flying Services Ltd. (See page 726) Join N.FS. Learn to fly. Fly when you wish. PHILLIPS AND POWIS SCHOOL OF FLVING.—£2 an hour. Trial lesson 11s. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School—Reading Aerodrome, Sonning 114. Southern Aero Club.—Thorough Avro Tuition. no waiting list. ‘“B” licences instruction arranged. Apply Secretary, - Shoreham Aerodrome, Sussex. The De Havilland School of Flying, Stag Lane Aerodrome. Fourteen machines: Nine Moths, five largest and most up-to-date civilian organisation for flying tuition in the British Empire. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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128 AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Wanted, modern Light ’Plane, dual 2-seater with C. of A. State hours run and lowest figure. ‘Phone Holborn 4833. Pickering, W. C. Thorn Ltd., 20, Kingsway, W.C.2. FLYING CLOTHING. Flying Clothing and equipment of every description. Bu from the firm who have been specialists in this since 1918. "Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793 The old firm of Racing, Flying and Motor Clothing Fame, 19 and 27, Carburton Street, Gt. Titchfield Street, London W.1. (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ’phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.: or Tinted (W D. Lenses), 12s. 6d. (previously listed 42s.). F. W.S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.: Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pattern, ts. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.: D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots, Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. Wainwright’s Flying Equipment.—Wainwright Flying Helmet (Passed by A.M.), Lined Chamois, 22s. 6d. Black or Tan. Guaranteed Fit. Fur trimmed helmets, 12s. 6d., 15s. 6d. White helmets, pique or drill, 12s. 6d. Flat type earphones complete, 12s. 6d. Flying mask goggles, clear or anti-dazzle. 12s. 6d. Genuine R.A.F. Sidcots, 57s. 6d. Chrome Leather fiying coats, 84s. to £8 8s. Flying Pullovers, Zip Fasteners, Knitted collar, cuffs and bottom, Suede finish, 25s.. wonder- ful value. Write for Catalogue. Wainwright’s, 300, 302. Euston Road, London, N.W.1. ’Phone Mus. 6290. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/- Other styles from 85/-. Sidert pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-- Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pocke's, etc.. 114. Approved Air Ministry pattern helmets, best clirome feather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6 ; fur trimmed. fleece lined, 15/- and 22/6; ditto far trimme’, chamois lined, 17/6 a d 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 12/6. Lambsw ol lined gatantlet gloves, 18/6. Fur backed yvauntlets, lambswool lined, 25/- Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-: ditto. with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6 Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape. 15/-, pear shape, 25/-; ditto Aviation mask, 42/-.. Ladies and gents’ best quality suede jackets, satin lined, fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sent on 7 diys approval, on receipt of cash, or C.O.D. nvoney refunded if not satisfied. Full carriage must « ccompany all orders from abroad. Special designs carried out. Trade supplied; write for quot.utions. D. LEWIS, .r. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4311. Telegrams, Avtaktt, Wesdo, London. Branches at Birmingham, Liverpool and Sheffield. The Aeroplane APRIL 16, 1930 AIR SURVEY. : Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vic- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd, 8, New Square, Lincaln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). SITUATIONS VACANT. Aero-Engines Fitters required (South London district) Ex- perience of test house work and aero-engine fitting. Appli- cations to be in writing, stating experience, age, salary re- quired. Box No. 5808, THE AEROPLANE, Cann on House, Pil- grim Street, E.C.4. Wanted, Ground Engineer, with “A” and “°C” Licences, used to Le Rhone and Cirrus Engines. Box No. 5809, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Wanted, Aircraft Fitter and Woodworker immediately. Ex- perienced. Southern Aircraft Limited. Shoreham Aero- drome. Sussex. SITUATIONS WANTED. G. E. “A” and “C,” desires change; willing to work abroad. Well recommended; present employment flying school; would consider anything. Box No. 5801, THE AERO- PLANE, Cannon House, Pilgrim Street, E.C.4. Pilot B Licence, ground engineer, C Licence, age 26, single, 10 years’ civil and military flying, requires post. Box No. 5805, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “ Aeronautical Engineering” Booklet. International Correspondence Schools Ltd., 179, International Buildings, Kingsway, W.C.2. MISCELLANEOUS. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ‘Phone 0365. Established business in connection important branch avia- tion wishes contact large financial group view expansion. Principals only. Box 5806, THE AEROPLANE, Cannon House, Pilgrim Street. E.C.4. For Sale, Circular Sawbench 42 in. admitting 30 in, 18 in. ripsaw fitted. Astounding value. £3 19s. 6d. Butler’s Dynamo Works, Littleover, Derby. Petrolmotor Castings. partly machined. 4 horse (9s. 9d. per set.) Catalogue 3d. Madison's Works, Wade Street, Little- over, Derby. GLIDERS <b COMPANY | 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships THE A|[B TREATMENT. Nerves, Insomnia, Obesity, Rheumatism, Gout, Arthritis, Or. Wilde’s Pyretic Baths, Osteopathy. Mr. A. L, BRYAN, late R.F.C., offers special terms to R.A.F. 14, HALF MOON STREET, PICCADILLY, W.1. Tel.: Grosvenor 1807. The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for the strongest beasd and the Evory blade guaranteed; ther fore. mo risk. HEGEWALD, SOLINGEN, GERMANY. most tender skin. Fe W. H. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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aie oes =s-.lUC<“‘ APRIL 16, 1930 The Aeroplane ‘ < f i 4 THE WESTLAND WAPITI General purposes Aircraft as supplied to the Royal Air Force, Royal Australian Air Force, and South African Air Force. Fitted with Jupiter VIII or Jaguar Engine. All metal or composite wood and metal construction. WESTLAND AIRCRAFT WO (Branch of Petiers Limited). Works: YEOVIL, ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. & Sy ~ ra AG ‘ i agnosis as Ga Hah tg ase!

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iv The Aeroplane APRIL 16, 1930 AUSTRALIA HAS ADOPTED THE ON 66 FOUR CONTINENTS THE “ BRISTOL” BULLDOG IS IN svc tory BU], DpocG. With the intention of equipping the Royal Australian Air Force with the latest and most effective single-seater fighter available, the Commonwealth Government have taken delivery of a number of “‘Bristol’’ Bulldog aircraft. The outstanding performance and fine qualities of this machine were duly recognised, as were also the exceptional features in the design and strength of the all-steel structure, and the ease with which the Bulldog can be maintained and repaired in a territory far emoved from the manufacturing base. Designed and Manufaetured by | THE BRISTOL AEROPLANE CO.,L1D., FILTON - - - < BRISTOL *Phone: 3906 Bristol. °Grams: ‘Aviation, Bristol,” ‘ a ee a ee $$$ — = Printed for AERONAUTICS LTD., by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Puhlished by AERONAUTICS LTD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILLY, LONDON, W.1. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, E.C.4. Telebhunes: Editorial, Gerrard 5407: Advertising, Gerrard 6023: Publishing. Central 5822.

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: oF GHIO STATE | UN BeRSiry ER ae Saye. PN S” Registered at the G.P.O. as a Newspaper. [Vol. XXXVIII. No. 17. ROPLANE Gdited by UG Grey INCORPORATING AERONAUTICAL ENGINEERING te Digitized by Gooyge ?

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APRIL 23, 1930 * HIGH PERFORMANCE SERVICE AIRCRAFT ry THE-FAIREVY:- AVIATION: COMPANY -LIMITED MIDDLESEX HAYES > 1402 Digitized by Google

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MAIN TTRRARY APRIL 28, 1930. RN EROPLANE VOL. xXXVIII No. 17. Incorporating Aeronautical HKngineering The Editorial Offices of ‘‘ The Aeroplane”’ are at 175, Piccadilly, London, W.1. Telegraphic Address: ‘‘ Aileron, London.’’ Advertisement Offices: 175, Piccadilly, London, W.1. Telephone: Gerrard 6023. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. : Subscription Rates, post free: Home 3 months, 7s. 6d.; 6 months, 15s.; 12 months, 30s. = Sas Abroad, 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months, 35s. + yy U.S.A., 1 Year, $8.50. Entered as second class matter at the New York (N.Y.) Post Office. “# ae ”» mn penn = Telephone: Gerrard 5407. Canada. 1 Year. $8. HU game ON THE IMPORTANCE OF PORTUGAL.—III. SOME NEW IDEAS FOR*THE ATLANTIC CROSSING. Through the courtesy of friends in Lisbon one had the honour of meeting Admiral Coutinho, who kindly presented to THE AEROPLANE a copy of his treatise on Navigation and of his description of his voyage across the Atlantic,—which are now treasured in our archives. Admiral Coutinho is aS convinced as any of us can be about the need for regular Air Mail Lines across the Atlantic. But he has his own ideas about how those lines should be run,—at any rate at first, until we arrive at the stage of having really big flying-boats which can carry mail and passengers at a sveed which is worth while. The Admiral, whose ideas on aviation are thoroughly up- to-date,—far more uv-to-date in fact than are those of the people to whom our Government has committed the task of developing our Imperial airways—is convinced that the right way to run air mail across the Atlantic is by real high-speed machines built to carry mail and nothing else. As he rightly pointed out, the weight of a: vassenger trans- formed into petrol means alternatively either much longer range or much greater engine power and sveed. His idea is that the machines should not be flying-boats at all, but that they should be ordinary aeroplanes with fuse: lages built boat-fashion, so that if they are forced to come down in the sea by engine trouble, they will float, at any rate as long as any ordinary flving-boat would float, though they would not get off again. And, naturally, he insists that such machines should be fitted with transmitting radio, so that if forced down they can call for help and indicate their whereabouts in the ocean. Apart from that he believes that these machines should be launched from a catapult and should alight on prepared platforms like the flying-deck of aircraft-carrying ships. In the light of his great knowledge of the South Atlantic, he Claims that the ordinary flying-boat of to-day cannot use the South Atlantic islands as stopping-places. He says that there is far too much swell at almost all times of the year at Madeira, and at Teneriffe, in the Canary Islands, and at St. Vincent in the Cave Verde Islands, to allow of flying-boats being vroverly handled close uv to the shore, and unless there havpens to be a wind in the right direction they cannot get off the long rolling swell. He remarked that de Pinedo,—who, he said, is a very clever man,—had great difficulty in getting his Savoia off the water at one of these islands.—But one may remark that the twin- hull Savoia was notoriously bad in getting off except against the right sort of wind on the right sort of water. Admiral Coutinho’s idea is, therefore, that there should be regular alighting places, with catching gear and with catapults for starting the .machines off again, at certain points on the Islands. This idea seems quite practicable. Catapults ought not to be very expensive machines to build, although probably those used in the British Navy cost approximately ten. times what they would cost if they were built by contract by ordinary commercial engineering firms. And an alighting place with catching gear ought not to cost, in fact, anything like as much as levelling and draining ordinary land for an aerodrome. If this system were adopted, there would be the possi- | bility of building such a station on the famous Rocks of St. Peter and St. Paul, which are practically midway between the Cape Verde Islands and the coast of Brazil. These rocks at present are quite useless for anything other than a mark by which a doubtful navigator may locate his posi- tion. And they are a danger to such doubtful navigators on the water if the said navigators happen to have lost their way in the dark. But, as the accompanying picture shows, there is plenty of material on which to build a land- ing and launching platform. This system of running the air mail in comparatively small and comparatively cheap high-speed mail-carrying air- craft, as advocated by Admiral Coutinho, would probably be a much cheaper way of starting the service—which we ought to be running—than any other. Thirty or forty such machines, plus the cost of the landing platforms and the catapults, would probably cost actually less than the great fleet of mail-plus-passenger machines which have been built and are being maintained by the Compagnie Aéropostale whose operations were described in THE AEROPLANE three weeks ago. To OurR HIGH FINANCIERS. Therefore, one commends Admiral Coutinho’s recom- mendations to such big business men and high financiers in this country as may, sooner or later, have the intelligence and initiative to start an air mail line for the benefit of British commerce and for their own ultimate profit. If a thoroughly efficient air mail line on the princivles advo- cated by Admiral Coutinho were vut into overation between ae and Buenos Aires it would soon begin to pay for itself. Obviously the people who ought to start running such a line are the shipping companies who at present hold the mail contracts. . If somebody could form a kind of merger, purely on the aeronautical side, of the Roval Mail Steam Packet “IN A JUST CAUSE IT IS RIGHT TO BE CONFIDENT.”’’—(Sophocles.). « oe fe a ie | Pee - THE GREAT ADVENTURE.—Commander Sacadura Cabral ‘and Captain Gago Coutinho, setting forth from ats Bom Sucesso in their Fairey II.D (Rolls-Royce Eagle), to fly the South Atlantic. 7 . 2 4 . eRe hake Fee bers Ny Mer ANOS RS Unt Lt AAT ESP TE PS SR PR) OA MALO DS AI NAM all! SANNA ORS Te COTE eg ete OR TIER Totty bla Ota fat pitta aed Aeinate’ tege hP gf, PL POE ee FY

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730 The Aeroplane APRIL 23, 1930- AFTER MANY YEARS.—A Portuguese training seaplane putting out from Bom Sucesso, whence started Vasco da Gama in the Sixteenth Century and Cabral and Coutinho in 1923. Company, and the Blue Star, and the Furness-Withy and the Houlder lines, and any others which carry South American mail, they, with their existing connection with the Post Office, could certainly get the necessary mail contracts. If any other firm, either a combination of aircraft firms or of high financiers such as those who are beginning to take a practical interest in aviation, were to organise such a line on their own account, they would find themselves un against the hostility of the shipping lines which already carry the mail to South America and also up against the chronic inertia of His Majesty’s Post Office. Neverthéless, if some such financier had the combined pluck and patriotism to start up such a line and merely run it without regard to dead loss for a few months, the Post Office would be forced to give them the mail contracts by sheer weight of public opinion. What is wanted is somebody of the calibre of the late Sir George White, founder of the Bristol Aerovlane Co. Ltd., who used to buy uv lumps of the tramway system of a great city, and then, in a manner of sveaking, hold the city to ransom till the rest of the system was handed over to him. But he was a truly great man, and his like are far between. THE PHYSICAL DIFFICULTIES. Whether such a mail line is ever put into operation or not, the time must come sooner or later when we or somebody else will run big passenger-carrying flying-boats along the route indicated in the map. The only real trouble about operating flying-boats on that line is, as already indicated, the heavy swell which always runs in the South Atlantic. It is this constant swell which causes the surf on’ the West Coast of Africa, and makes anything like ordinary landing on that coast practically impossible except where there are regular harbours or estuaries of rivers. And the same swell builds uv sand-bars across the mouths of rivers which otherwise would provide harbours for quite big ships. Quite zecently one had a talk with Sir Alan Cobham on this particular subject. During his voyage up the West Coast of Africa in his Short Singapore Sir Alan made a particular study of the possibilities of that coast for sea- planes. He found enough river-mouths and harbours all the way up as far as the Gold Coast to make the route possible. And North of that he found a quantity of lagoons, separated from the sea only by sand-hills, which would make ade- quate alighting places for the biggest seaplanes. That is where the seavlane will ultimately have an ad- vantage over sea-going ships for coast-lines of that kind. One of the difficulties of developing West Coast trade has been that ships can only get to the coast at infrequent places and that the bulk of the trade has to be done between ships lying a considerable distance out at sea and villages behind the sand-hills by means of surf-boats, which are fre- quently upset in spite of the skill of the native boatmen. Atlantic air lines. Witn flying boats operating from lagoons communication up and down the coast can be much quicker and easier. Those who wish to study this aspect of the question will do well to read Sir Alan Cobham’s excellent book “ Twenty Thousand Miles by Flying-Boat.” He indicates therein, quite clearly, what valuable work can be done by flying-boats in the way of developing that particular coast. While on his voyage home, Sir Alan and Lady Cobham flew out to the Canary Islands, largely with a view to in- vestigating the possibilities of getting to those islands by fiying-boats, partly because of the possibility of flying tourists or health-seekers down there in the Winter and partly with . the idea of using them as a jumping-off place for trans- And Sir Alan, like Admiral Gago Coutinho, was impressed by the extreme difficulty any exist- ing flying-boat would find in getting off the long swell set up by the. sea round and between the islands, just as it is on the coast of the Mainland. THE SAVING SLOT. That trouble is bound to be overcome in the course of time. Sooner or later, we shall find a way of altering the angles. of wings without having to throw the whole aeroplane or fiying-boat about as we do at present. And when we have pro~ duced the simple mechanism which will do this, then we shall be able to use Handley Page slots as they should be used, all along the leading edges of our wings. Then we shall be able to haul a big flying-boat off the crest of a swell without any trouble whatever. And likewise we. shall be able to drop a boat into the trough of a swell with- SCALE EFFECT.—The Rocks, with the foreground. a light. cruiser in; Pecan ee , ' ede CL Lea an ys eR THE ROCKS OF ST. PETER AND ST. PAUL.—The famous hali-way point in the South Atlantic on which a. re-fuelling station might be built, as Sir Sefton Brancker’s question to M. Grimault. suggested.

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APRIL 23, 1930 The Aeroplane 731 To ensure success install the oseee NAPIER see8ee ue $2) & engine Ae ey as fitted to the aircraft used on ae the following successful flights:— C; THREE FAIREY III F (Napier) aircraft of No. 45 Squadron, AAS ‘ R.A.F., completed a flight from Helwen, Egypt, to Nigeria and gN4o rr the Gold Coast and back. 8,400 miles. vANS dl & - aR FOUR FAIREY III F (Napier) aircraft of No. 14 Squadron, Fe: R.A.F., successfully completed the annual flight from Cairo to Cape Town and back— 52,000 engine miles. This is the fifth 3 successive year Fairey aircraft with NAPIER engines have 72 carried out this flight without any mechanical trouble. FOUR LONG DISTANCE FLIGHTS were undertaken by SY 205 Squadron, R.A.F., Singapore, during the SW. Monsoon, with the object of trying out the weather possibilities for flying and the possibilities of maintaining a pre-arranged time-table between Calcutta and Singapore in adverse conditions. The machines were Supermarine-Napier Southamptons. THE FIRST and ONLY non-stop flight from England to India was carried out with a Fairey (Napier) monoplane. 4,130 miles in 50 hours 38 mins. THE FIRST and ONLY formation: flight from England to Australia was carried out with four Supermarine-Napier Southampton flying boats. 180,800 engine miles without mechanical trouble. NAPIER the finest aero engine in the World. D. NAPIER & SON, LTD., ACTON, LONDON, W.3. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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732 The Aeroplane eee ee eee out that unpleasant experience which the late Col. W. L. Travers described, when flying off and onto the Pacific along the coast of Peru, as alighting on an aerodrome which suddenly drops away thirty feet below you just as you are touching it. When we have developed our flying- boats to that extent there will be very little difficulty about running a pas- senger line to South America as well as a mail line. But in the meantime, we should seriously investigate the im- mediate problems of flying’ the South Atlantic. The Compagnie Aéropostale, as Mon- sieur Grimault indicated in his lecture recently. intend to use flying-boats of a weight of 10 tons for an experimental service between Dakar on the West Coast of Africa and Port Natal on the coast of Brazil during the coming sum- mer. These boats will take off the har- bour at Dakar and will trust to luck and their motors to get to Brazil non- stop. That journey has been made before now, but it is not the way to run a regular service either of high-speed mail machines or of passenger-carry- ing flying-boats. It entails such a long non-stop stretch that the lifting capacity of the flying-boat is entirely wasted in carrying its own petrol when it ought to be able to stop and refuel at several places and so carry a bigger load of mail or goods. One feels that when we do ultimately establish our own air line from London to Lisbon, and from Lisbon by way of the Portuguese and Svanish Islands to South America—with branches to West and South Africa,—we shall owe a deep debt of gratitude to Admiral Gago Coutinho for his great pioneer work as one of the two first men te cross the South Atlantic and for his special study of air navigation in general and of the navigation of the South Atlantic in particular. Wuat PORTUGAL WANTS. Now let us return to the immediate needs of Aviation in Portugal. The first thing that the aviation people want is a first-class Commercial Aerodrome near Lisbon. And there is big money to be made by building that aerodrome. One fears that Portuguese Civil Aviation is already so much in the hands of the Spela peovle that a French firm will get the contract. But the contract can hardly be definitely signed as yet, and one believes that if one of our great Contracting firms, such as those who cheerfully under- take a contract for a few millions of pounds to build a dam somewhere in the heart of Central Africa, or somewhere up about 10,000 feet in the Himalayas, would just turn their ‘attention to this simple near-at-hand proposition the busi- ness could be got, and from it a great deal of other business might be develoved for British capital and enterprise. Such firms will do well to note that Portugal is one of the few nations in Europe at the present day which not only makes its Budget balance, but has a healthy balance on the right side. Last year there was a profit of more than two million vounds, and this year the balance will be bigger. The Government happens to be a Military Dictatorship. but it is a very light-handed one. There is no oppression of anybody, there is little of the exiling and deporting of political opponents which has been the popular pastime of certain other Military Dictatorships in Europe. Even the ovponents of the Government, with the excep- tion of the out-and-out bolsheviks, seem to be on quite friendly terms with their Military Dictators. And un- doubtedly the Dictators themselves are the most amiable of men and whole-hearted patriots whose one desire is to see Portugal prosperous and peaceful. (To be continued.) THE COST OF R.101. In the House of Commons on April 9, in reply to a questicn bv Mr. Day, the Under-Secretary of State for Air said that the total expenditure on R.101 up to Mar. 31, 1930, including design, construction, power plant, experimental engines, overhead charges, shed and flight trials, running repairs, modifications and maintenance, had been approxi- mately £603,500. Canary Ig (Teneetffe ) j \AFRICA St. Pauls Rocks Fernando hoconhs Fork Tlatai® Pernambuco AMERICA SSalvadec { || SOUTH / ATLANTIC Rio De Janzira, 7 A BANQUET TO LORD AND LADY WAKEFIELD. The Royal Aeronautical Society, the Royal Aero Club, the Air League of the British Empire, and the Society of British Aircraft Constructors, will give a banquet, followed by a dance, in honour of Lord and Lady Wakefield of Hythe at the Savoy Hotel, on Thursday, May 15, at 7.30 p.m., for 8 p.m. This is a direct inversion of the usual custom, which is for Lord Wakefield to give a banquet to all Whos who are Who in Aviation,—and a good many more besides. Brig.-Gen. the Duke of Atholl, K.T., G.C.V.O., D.S.O., President of the Royal Aero Club, will preside. Lord Wakefield’s services to Aviation have been such that only a bare outline of them is possible here. Nearly every Light Aeroplane Club in this country has been supported by Lord Wakefield, who has given in addi- tion aeroplanes to clubs throughout the British Emouire, in Canada, India, New Zealand, New South Wales, East Africa, and Singapore, to mention only a few. To the Royal Air Force he has given the Wakefield Scholarships. To the Royal Aeronautical Society he has given the Wakefield Gold Medal and a substantial dona- tion to the Society’s Endowment Fund. He has giyen innumerable cups and trophies for flying, large sums to the Royal Aero Club’s Racing Fund and to the expenses of the Schneider Trophy Contest, and has financed many world pioneering and survey flights. His most recent encouragement of aviation has been the gift of £1,000 to the British Gliding Association. The Councils of the Societies hove that all Members who are able to do so will take this opportunity of honouring Lord and Lady Wakefield by being present. Members may be accompanied by guests. The price of tickets (exclusive of Wines, etc., but including a running buffet till 2 a.m.) is £1 1s. Early application to the Royal Aero Club for tickets is requested. This is probably the first important event ‘n British Avia- tion in the last eleven years to which Sir Charles Wakefield has not been asked to subscribe.

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APRIL 23, 1930 | The Aeroplane 733 ANOTHER R A CE. fe aa, WON — 2 — a BY Se A HERMES AVIAN! + ON SATURDAY, 12TH APRIL, MR. S. A. THORN, FLYING A HERMES-AVIAN G-AAHJ, WON THE IMPORTANT RACE FOR THE SIR ARTHUR ATKINSON CHALLENGE TROPHY AT THE MEETING OF THE HULL AERO CLUB, OVER A COURSE OF THIRTY MILES AT AN AVERAGE SPEED OF 111 M.P.H. SSS THIS IS THE SECOND IMPORTANT EVENT WON BY HERMES ENGINED AIRCRAFT AT SUCCESSIVE FLYING MEETINGS DURING THE PRESENT SEASON. CIRRUS AERO ENGINES Ltd. Regent House, HOLBORN 4076. 89, KINGSWAY, LONDON, W.C.2. i Telegrams : OCIRRUSO, LONDON.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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134 The Aeroplane APRIL 23, 1930 THE FASTEST ACROSS THE STATES. On -April 20 Col. Charles Lindbergh, accompanied by Mrs. Lindbergh, left Glendale, near Los Angeles, ac 05.30 hours (Pacific Standard time) in a Lockheed Sirius monoplane (Pratt and Whitney Wasp engine) and flew across the United States to New York in 14 hrs. 45 mins. flying time. From Glendale he flew to Wichita, Kansas, a distance of 1,250 miles, in a little under 7 hours. He stopped at Wichita just long enough to take in 245 gallons of petrol, and left again 20 mins. later. From Wichita to New York he flew through bad weather which had been predicted by the U.S. Weather Bureau before leaving Wichita, and was compelled to deviate as much as 100 miles from the direct route to avoid the worst patches. Between Cleveland and Pittsburgh he followed the beacons of the regular airway. He landed at Roosevelt Field, New York, at 23.11 hrs. (Eastern Standard time) where a crowd, estimated at 10,000, gave him an enthusiastic welcome. Most of the flight was made at a height of 14,000 ft. to examine the possibilities of regular passenger express air traffic by taking advantage of more favourable weather conditions at the higher levels. ig average speed for the coast to coast flight was 180 m.p The previous best Transcontinental Flight was madg by Mr. Frank Hawks:‘last June, when he flew from West to East non-stop across the United States in 17 hrs. 38 mins. in a Lockheed Air Express monoplane (Pratt and Whitney Hornet engine). The New York Correspondent of The Times sends a state- ment which is typical and worthy of Charles Lindbergh. It reads as follows:— Colonel Lindbergh said that it had been a purely experimental flight, and although highly satisfactory, did not by itself definitely establish the superiority ot the higher altitudes for regular routes. That, he said, would have to be tested by further experiments which he proposed to undertake. He deprecated comparison of his flying time with that of Captain Hawks last year on the ground that he might have taken longer if he had had to fiy without a stop, as Captain Hawks had done. - All the same, as the firm’s slogan says :—‘“ It takes a Lock- heed to beat a Lockheed.” THE DUCHESS OF BEDFORD. Her Grace the Duchess of Bedford, as reported in THE AEROPLANE for Apr. 16, left Lympne on Apr. 10 with Mr. -C. D. Barnard and Mr. Robert Little, in her own Fokker F.VII The Spider (Bristol Jupiter geared engine), to fly to the Cape and back in 19 days. The Spider left Assiut, Egypt, on Apr. 14, and reached Khartum in 8} hours. On Apr. 15, the party arrived at Juba and left the following day for Dodoma, which is some 200 miles to the east of Tabora,—which latter svot would have been the next halt after Juba, but for the fact that rains had made the aerodrome unusable. On April 17 Her Grace, together with her crew, landed at Broken Hill, Northern Rhodesia, whither they had flown from Dodoma. On Apr. 18 they landed at Bulawayo, whence they flew, on Apr. 19, to Cape Town, where they arrived in the afternoon. The first part of the journey had thus been done to schedule, in spite of the fact that heavy rains made a change of ruote necessary. On Apr. 21 Her Grace and her indefatigable crew left Mait- land Aerodrome for the return journey at 06.17 hrs. and reached Palapye Road, Bechuanaland. The return journey is to follow the outward route as far as Assiut, Egypt, whence The Spider is to fly home by way of Aleppo and Sofia. FRENCH SUBSIDIES FOR JOY=-RIDERS. According to the Paris correspondent of The Times, the Frencn Air Ministry has published the conditions of a State subsidy to private owners of light aeroplanes for 1930. The. State will contribute to the cost of purchase and of upkeep of light aeroplanes used purely for private purposes under conditions which are intended to encourage the use of two- seater or three-seater machines of practical design. There will be a fixed contribution of 8,000 frs. (£64) to the purchasing cost of all types, and further contributions of 10,000 frs. for the first passenger and 12,000 frs. for the second and third, assuming a touring endurance of 300. kilometres (186 miles), or 150 kilometres for seaplanes and amphibians, with an allowance for luggage. There will be allowances for engine power at the rate of 100 frs. per unit of horse power up to 60 horse power, and 200 frs. per unit from 60 to 100 horse power. Engines under 40 and over 100 horse power will not be subsidised. Allowances up to 7,000 frs. will be made for safety devices, such as parachutes and improved undercarriages, and there will be maintenance allowances of from 65 frs. to 160 frs. per hour of flying from 100 to 250 hours. An additional maximum subsidy of 6,000 frs. will be given for metal construction. Under these conditions the purchaser of a two-seater aero- plane of 100 horse power, of adequate range and carrying capacity, constructed of metal, and with reasonable safety devices, will have about £400, or half the average cost price, defrayed by the State. [Precisely what the French Government expects to get out of this blatant extravagance is hard to see,—unless the subsidy is confined to pilots who are first of all certified as being fit for military service. The only advantage seems to be that work will be provided for aircraft factories which are not capable of earning their livings on their own merits in the World’s markets. As the price of a first-class aero- plane is now down to £600 the French Government will be paying more than the amount paid by the private owner.— There is not even the excusable idea of subsidising commer- cial firms, other than air lines, to use aeroplanes for busi- ness purposes. And, this is where the scheme interests us, the money paid will be money which is still owing to Great Britain as unpaid War Debts.—c. Gc. c.] MR. BUTLER’S FLIGHT TO CAPE TOWN. On Mar. 20, as already recorded in THE AEROPLANE, Mr. A. S. Butler, Chairman of the Aircraft Operating Company Limited, accompanied by Mrs. Butler and Mr. Millyard (engineer), left Heston Air-Park in the Gloster AS3 (two Jupiter engines). This had been designed and built by the Gloster Aircraft Ltd. to the specification of the Aircraft Operating Company Ltd. for use in Air Survey work. Cologne was reached after 24 hours’ flying,-and on the following day they proceeded to Vienna. After stops at Belgrade and Salonika, Athens was reached on the 23rd. They had two days’ rest at Athens, and on Mar. 25 a direct flight across the Mediterranean was made to Sollum. Shortly after leaving Sollum an oil-tank sprung a leak, but Mr. Butler was able to make a satisfactory landing, and the spare oil-tank which he was carrying was fitted, and on the 27th he arrived at Aboukir. As he felt that the alumi- nium oil-tanks might give trouble at a more inaccessible place, he decided to have special oil tanks made of steel. This job was done with the valuable help of the Royal Air Force at Aboukir in the remarkably short time of three days. These steel tanks were fitted on Mar. 30, and Khar- tum was reached on the 31st. The party left Khartum on April 1 and reached Mongalla THE SPIDER. —The Fokker Monoplane (Jupiter geared engine) in which The Duchess of Bedford, Mr. C. D. Barnard and Mr. R. Little are flying from the Cape.

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APRIL 23, 1930 on the 2nd At Juba tyre trouble was met, but Mr. Butler was able to leave on the 5th and reach Kisumu. He arrived at Tabora on April 6, where a short delay of one day occurred owing to the wet state of the aerodrome. He was, however, able to get away from Tabora on the 7th, and arrived at Broken Hill on the same day. Broken Hill is the main base of the Aircraft Operating Co.'s expedition in connection with the survey of 63,000 square miles, which is being done for the Government of Northern Rhodesia. Mr. Butler spent a little time inspect- ing the organisation there, and then proceeded to Bulawayo, which he reached on April 11. Bulawayo has been the base of the Aircraft Overating Co. Ltd. for several years, in connection with the very consider- able amount of survey work that has been done in that area. On leaving Bulawayo on April 12 the party was joined by Major Cochran-Patrick. After two days’ stop at Pretoria they proceeded to Cape Town, which they reached on April 15. The 8,000 miles was covered in 74 hours’ flying, which gives an average flying speed of 108 miles per hour. The highest credit is due to Mr. and Mrs. Butler for a very fine performance. They reached Cape Town in 25 days, and the flight was merely a normal business journey with the maxi- mum precautions for safety. The flight is notable for the fact that no serious incidents were encountered, thus prov- ing the increasing value and safety of aerial transport. This performance is even more impressive when one realises that the aeropiane is not merely a new type, but is the first of its type, and had only done relatively short tests in this country. The pilot had therefore had only a limited amount of experience on the machine before setting forth on his long journey over two continents. — THE COMTE HENRI DE LA VAULX. On April 18 the Comte Henri de la Vaulx was killed near Jersey City, N.Y., when an aeroplane belonging to Canadian ‘Colonial Airways, in which he was travelling between Albany aug New York, flew into a high-power cable and caught fire. Over Jersey City the aeroplane flew into dense fog and the pilot came down very low over the city to try to find a Suitable landing-place. He eventually found a hole in the fog over the meadows alongside the Hackensack River. These meadows are covered with a network of high-tension cables fron: the city’s electric supply works. The machine hit one of these cables and crashed, killing the pilot and the three passengers. The Comte Henri de la Vaulx was a pioneer of avia- tion in France, and was President of the Fédération Aéro- nautique Internationale. He was born in 1870 and first distinguished himself as an explorer in South America. He was one of the founders of the Aéro Club de France in 1896 and in 1900 he won the first prize at the Paris Exhibition for aeronautics by a flight in a balloon from Paris to Kieff. He was one of the The Aeroplane 735 earliest pilots of airships in France and was later a pioneer of heavier-than-air craft. The Comte Henri de la Vaulx was the apostle of flying in France. His custom of late has been to make long propa- gandist flights every year, and there is little doubt that he holds the record for long-distance flying by a private passen- ger. His flights have always been over established routes where possible, and only on special journeys when there have been no regular air lines has he used special machines. In every flight he has used aircraft belonging to the country over which he has flown. His tours have embraced Europe, Africa and North and South America. His entervrise for a man of his age and im- portance has done a vast amount for the good of aviation all over the World. His death is deeply deplored by all concerned with avia- _tion. To France, to his relatives, and to his many friends and collaborators all over the World THE AEROPLANE extends its sinccre sympathies.—t. B. IMPORTANT DATES. April 26.—No. 45 Squadron Re-Union Dinner. May 2.—Annual A.I.D. Dinner. May 5.—R.A.F. Staff College, Second Term begins. May 17.—Air League Ball. May 9.—De Havilland Technical School Dance. May 10.—Athletics. Triangular Tournament: R.A.F.C., R.M.C., and R.M.A. at Woolwich. May 10.—N.F.S. Meeting at Leeds. May 15.—Dinner to Lord Wakefield by the R.Ae.S., S.B.A.C., and the Air League. May 17.—Brooklands Flying Display and opening of Brooklands Aero Club. May 29—June 14.—Royal Tournament at Olympia. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Olub). Official opening of Bristol Municipal Aerodrome (with R.A.F. support). June 7.—N.F.S. Meeting at Reading. ‘June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.F. Garden Party at Manston. June 15.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gwynn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Oounties Aere- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 3.—Indian Empire Garden Party at Hurlingham. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 17.—International Touring Competition. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at The Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris. the R.Ae.C., the THE AIR YACHT.—Mr. and Mrs. Norman Holden and friends with’ their-Saunders-Roe Cutty Sark amphibian (Cirrus-Hermes engines) .—(‘ Aeroplane’ photograph.)

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736 : The Aeroplane APRIL 23, 1930 at ’ mH ",* <4 e ' i AY, af i : .\ ee IMPERIAL AIRWAXS aig zh" AE? St . re ee & & S & SS & _ 000, OO a a fe Mg see" IN just over 4 years seven _— Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi- mately 11,296 hours. They have carried over 80,000 passengers ; they have crossed the Channel approximately 4,200 times. The Argosies are the safest, best paying and most easily maintained air liners in existence. ARGOSY AIR LINERS SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. - Works and Aerodrome: Whitley, Coventry. London: 10, Old Bond Street, W.1. ' ” ¥INDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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— $ALE IES a = ae = = — ——— —— RS ae — = ——_ SS — —— Ss — — —— ——— —= a Sn ——— a = _ — aE : a - = = See Se — SSS ——— — oe = —— <= EEE — = : Fa —_ =

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738 The Prime Minister. The Prime Minister, Mr. Ramsay MacDonald, flew from Hendon to Lossiemouth in a Service Fairey III.F of No. 24 (Communication) Squadron, on Apr. 16. The pilot was Flt. Lt. H. W. Heslop, R.A.F. The journey, which was made in bad weather, took about 6} hours. The Anglo-Egyptian Treaty. The possibility of establishing a British Service aero- drome at Port Fuad on the eastern bank of the Suez Canal, opposite Port Said, was one of the questions raised at the © Anglo-Egyptian Conference at the Foreign Office on April 16. The Times report of the proceedings states :— It was taken for granted until recently that the British troops would be quartered, after the provision of the necessary barracks, -aerodromes, water-supply. gardens and other amenities, near Ismailia, and elsewhere in a zone of from 10 ta 12 miles ‘in depth to the west of the Canal, including large tracts of hard desert which are Suitable for military training. It seems that the Egyptian delegates desired that the garrison should be concentrated on the Eastern or Asiatic side of the Canal, where deep, soft sand and dunes are widely distributed; a region generally unsuitable for training and detested by the troops who had to plough through it in the War. _ Port Fuad, opposite Port Said, a suitable base for aircraft, but most unsuitable for the training of ground troops, is said to have been the station first proposed by the Egyptian negotiators, after which they suggested Kantara, where a large, uncomfortable, and none too healthy base camp was set up during the Palestine campaign. Soldiers who spent any time in that cheerless and dusty sandpit will be relieved to know that it will not be the future station of the British garrison. There is reason to believe that the basis of an agreement on the location of the British troops in the Canal zone have now been reached, and that if a treaty is signed it will be found that they will be quartered mainly in the stretches of firm desert west of Ismailia, where the great camp of Moascar was formed during the War. . International Comparisons of Air Fotces. In the House of Commons on April 15 Sir Samuel Hoare asked the Unaer-Secretary of State for Air whether he would give the figures in percentages of increase or reduc- tion of the Air Estimates for the last five years in the United States of America, France, and Italy; the strengths in first line machines for each of these years and the corre- sponding Brilish figure; and any increase in the number of units projected by these countries in the Estimates of this year? ) Mr. Montague gave the following table showing the ap- proximate percentages of increase or reduction in air expenditure for the year 1930 as compared with the year 1925 in the case of Great Britain, the United States of America, France and Italy :—Gt. Britain — 2; U.S.A. + 140; France + 114; Italy + 31. j Owing to differences in statistical methods and other factors, such as the fluctuations in strength which occurred from time to time, it was difficult to supply strictly -com- The Aeroplane APRIL 23, 1930 parable figures for the numbers of first-line machines maintained by this country and the other countries speci- fied in the question for each of the last five years. The foilowing table, however, gave the approximate figures, based on the latest official and other information available in the years 1925 and 1930 respectively (the first figure in each case is first-line strength in 1925, and the second figure is first-line strength in 1930) :— Great Britain, 630: 780; France, 1,280: 1,310; U.S.A., 750: 950: Italy, 600: 1,100. The figure of 1,100 for the Italian Air Force is understood to be a temporary excess over normal establishment which is in the neighbourhood of 1,000. The following new regular squadrons or equivalent units were likely to be formed during the current year. (The first figure in each case indicates the number of squadrons due to form in 1930, and the second figure is the corresporid- ing number of first-line machines.) Great Britain, 2: 16; U.S.A., 4: 24; France 44: formation available. In addition one non-regular squadron of 12 machines was to be formed in this country during 1930. : 48; Italy, no in- The Naval Conference and Aircraft Carriers. The following reference to aircraft carriers is contained in the Memorandum on the Results of the London Naval Con- ference from January 21 to April 15, 1930 (Command Paper 3547) :— As regards aircraft carriers, His Majesty’s Government have not been able to obtain at this Conference a modification of the total tonnage and displacement limits laid down in the Washington Treaty. It was agreed that this matter should be left over until a conference in 1935, but meanwhile His Majesty’s Government’s proposal that ‘aircraft carriers under 10,000 tons should be included in the aircraft carrier category has been generally agreed to, and the further pro- vision has been added that the gun armament for these particular vessels should not exceed 6 inches in calibre, instead of 8 inches. The Administration of the Fighting Services. In the House of Commons on April 9 Commander Bellairs asked the Prime Minister whether, in the interests of economy and efficiency, the question of placing the Admi- ralty, War Office and Air Ministry under a Minister of Defence had been considered, and whether he was in a position to make any announcement as to this proposal. Mr. Henderson said that the answer was in the negative. Air Power. A particularly logical and interesting contribution to the problem of the function of the Air Weapon in peace and war appeared in an article by Major-General Sir Frederick Maurice, in The Times of Apr. 16. Major-General Sir Frederick Maurice is a distinguished soldier and War Historian and his article should be read by all those who are interested in this important subject. At the same time, certain of his arguments seem to be based on insufficient knowledge of modern aircraft, and may be discussed in this paper at a later date. COMING IN TO DECK.—A Fairey III.F (Napier Lionengine) about to alight on the deck of H.M.S. “ Furious.” The personnel in the foreground are pceparing to seize the machine as soon as it has touched the deck. The attendant destroyers which always accompany aircraft carriers during flying operations may be seen in _ the background. = -~

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APRIL 23, 1930 The Aeroplane World -Wide ARMSTRONG [IDDELE AERO ENGINES Dominance is shown by the following list of countries where they are in use: AUSTRALIA uses Genet, Genet Major, Mongoose, Lynx, Jaguar. NEW ZEALAND uses Jaguar. CANADA uses Genet, Genet Major, Lynx, Mongoose, jaguar. SOUTH AFRICA uses Genet, Genet Major, Lynx, Jaguar. INDIA uses Jaguar, Genet Major. IRELAND uses Genet. EGYPT uses Jaguar, Genet Major. FRANCE uses Genet, Genet Major, Lynx. GERMANY uses Genet, Lynx, Jaguar. BELGIUM uses Lynx. SPAIN uses Lynx. HOLLAND uses Mongoose, Lynx, Jaguar. SWEDEN uses Mongoose, Lynx, Jaguar, Leopard. AMERICA uses Genet, Genet Major, Jaguar. ARGENTINE uses Mongoose. BRAZIL uses Lynx. CHILE uses Lynx. ESTHONIA uses Genet Major, . Lynx. LATVIA uses Lyne, Jaguar. JAPAN uses Mongoose, Lynx, Jaguar, Leopard. DUTCH EAST INDIES uses Lynx. IRAQ uses Jaguar. MALTA uses Jaguar. DENMARK uses Lynx, Jaguar. ITALY uses Lynx. RUSSIA uses Jaguar. POLAND uses Genet. GREECE uses Lynx, Jaguar. SWITZERLAND uses Lynx. ROUMANIA uses Jaguar. SIAM uses Lynx. SINGAPORE uses - Major. Genet ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND, and 10, Old Bond Street, London, W.1. KNOWN AND» FLOWN ALL OVER THE WORLD. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING ‘WITH ADVERTISERS.

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740 The Royal Tournament. The Royal Tournament, in aid of Service charities, will be held at Olympia from May 29 to June 14 inclusive. The programme will include a display of Physical Training by recruits from the R.A.F. Depot, Uxbridge. The R.A.F. and the Persian Guli The following letter from Air Commodore C. R. Samson, C.M.G., D.S.O., A.F.C., R.A.F. (retired) appeared in The Times ‘of April 15. There are few men whose opinions on such matters are so well worth having:— Sir,—-Admiral of the Fleet Lord Beatty in his speech in the House of Lords yesterday made one or two statements which are not correct. I spent a great deal of two commissions in the Persian Gulf, and during one of them was employed boat cruising in a 26 ft. sailing Ppinnace in the suppression of gun-running. Most of my time was during the worst part of the year, when Shamals are frequent. From my experience in this little boat and my years spent in flying his Statement that fiying-boats could only operate in three months of the year is entirely fallacious. AS regards stopping and searching dhows, the limitations of a Sloop are immense, taking into consideration that the majority of gun-running dhows make the passage by night. The places to catch the dhows are—(a) While lying in wait on the Arabian Coast await- ing a favourable wind; (b) while closing the Baluchi Coast at day- break. A flying-boat can search miles of coast within a space of a few hours, while the sloop can deal with only a small section. Flying-boats can alight near a dhow and search the dhow by aid of their boat, which can easily be carried by the large flying-boats that would be used. As regards the Red Sea, frequent conversations with captains of Red Sea sloops in 1926 and 1927 showed their keen appreciation of the uses of flying-boats for the work in this area. (Signed) C. R. Samson, Air Commodore (Retired). The Red House, Cholderton, near Salisbury, Apr. 10. The Schneider Trophy Machines. In the House of Commons on Avr. 16, in revly to a ques- tion by Mr. Day, the Under-Secretary of State for Air said that the cost of designing, building, and maintaining the Supermarine S.6 and the Gloster seaplanes which had been built for the Schneider Trophy, with their engines, had been approximately £230,000 to date. He wished to point out that they were built not only for the Schneider Trophy Contest, but also as part of the eauipment of the Marine Aircraft Experimental Establishment which was engaged on a@ programme of research which included experimental high- Speed flying. No such flying had been done recently with these aircraft because they had been undergoing recon- ditioning since the race, but it would begin as soon as the weather conditions permitted. The names of the pilots of the establishment avpeared in the Air Force List. The Aeroplane APRIL 23, 1930 Flying Training in the R.A.F. In the House of Commons on April 9, in reply to a ques- tion by Mr. Mander, the Under-Secretary of State for Air said that the flying training schools now in existence in the R.A.F. were at Netheravon, Digby, Grantham, Sealand, and Abu Sueir (Egypt). Persons of civilian status were not trained at those schools. The number of short service officers who had qualified according to R.A.F. standards in 1929 had been 16, 35, 29, 54 and 35 respectively. The standards to which pupils were trained at these schools was a much higher one than that required for the “A” licence, and any figures that he might give as to the approximate cost per flying hour of such training up to the “A’”’ licence standard would be hypothetical and of small value. (On the other hand, judging by the figures given, the money which a trained pilot costs seems to be of immensely high value. Even admitting that the standard of training. is high, the small numbers trained are amazing. —C. G. G.J- The Worthy Down Accident. An inquest was held at Worthy Down on Apr. 16 on the bodies of Flg. Off. E. R. White and Pit. Off. J. Pratt, who were killed in an accident to a Vickers Virginia on Mar. 24 Wing Cdr. Norton said that this was the first serious acci- dent No. 58 (Bomber) Squadron had suffered, although the Squadron had done 2,200 hours’ night flying during the last four years. A witness said that apparently the pilot made such : good landing that he did not know he was on the ground. A Japanese Caterpillar. Lieutenant Kobeyashi, a Japanese officer, attached to the R.A.F. Station, Hornchurch, escaped by parachute when fire broke out in his machine over the aerodrome at Horn- church. Lieutenant Kobeyashi was slightly injured by being dragged a short distance by the high wind before he could release himself from his parachute. Lightning Precautions with Towed Targets. The attention of Service pilots is drawn, in an’ Air Ministry Order, to the technical regulations relating to the precautions to prevent damage to aircraft by lightning when towing targets. These regulations read :— ‘*1. Bonding of target towing apparatus.—All metal parts of target towing apparatus used for anti-aircraft and machine-gun practice must be properly bonded to the earth system of the aeroplane. 2. Towed target practice during thundery weather.—No hard and THE CLARKSON TROPHY.—The competitors in the Aerobatics Competition for the Clarkson Trophy which was held at the Central Flying School, Wittering on April 16 in a strong wind. The competition is between teams of two, representing Flights, in Avro Lynx Training P. Lascelles, Flt. Lt. E. C. Barlow, Flg. Off. B. W. Knox, Flg. Off. J. E. Markby. Letchworth, Plt. Off. D Plt. Off R. W. Sa. machines. From left to right: Ldr. Jones of the Royal Australian Air Force, who was also a competitor, is not in the group. The com- petition, which was judged by. Mr. C. Clarkson, R.A.F.O., the giver of the, Trophy, Markby and Pit. was won by ‘B’ Flight, Of. Lascelles.

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_APRIL 23, 1930 The at Aeroplane BULLDOG | SINGLE SEATER FIGHTER constructed throughout of high tensile steel and incorporating the ‘ Bristol” method of steel- strip structure, is the most formidable military single seater fighter in the world at altitudes above 10,000 ft. It is designed and constructed by THE BRISTOL AEROPLANE CO. LTD., _ FILTON — BRISTOL. 1 Rees + Sarees ef Telephone: Bristol 3906. Telegrams: Aviation, Bristol. KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS. Pe ee ee ee APR OPIN OPERA A IE an UR EIS OLE PEI PEON OWE RA AY BS ON A OR ET UTNE ASA Aa a

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742 The Aeroplane : APRIL 23, 1930 fast rule can be given as to when conditions become dangerous; the Jolowing, however. classifies the atmospheric conditions in order of their danger :—(a) Clear sky. No danger whatever. (bo) More or Jess cloud, but no precipitation: danger so remote that it can be neglected. (c) Steady light rain. Very little danger. id) Showery Tain, especially from detached clouds. The danger is sufficiently great to make it advisable not to tow targets. e) Heavy showery rain, hail or snow (light or heavy). The danger is very real and targets Ehould not be towed. (/) Visible electrical discharges, far or near. The danger is great and increases with nearness of the discharges. To tow a target in these conditions is definitely dangerous. ae Target towing should be carried out only if the weather conditions ere as given under (a). «b) or (c) above.” [Pilots are recommended to carry either a piece of seaweed or a Post-card donkey with a woollen. tail.—Ep.] The R.A.F. Staff College. Full details of the regulations for the entry of Students to the R.A.F. Staff College are contained in an Air Ministry Order published for official use on April] 10. To become eligible for selection by the Air Council, officers are required to pass the qualifying examination and to fulfil certain conditions. The conditions are :— (a) Holds a permanent commission in either branch or the stores branch. ‘b) Is not above the age of 35 on Apr. 1 in the year of the ex- amination. (c) Ie not below the rank of Flight Lieutenant nor above that of Wing Commander. (d) Has qualified as a pilot «general duties branch only). te) Is recommended by his C.O. and A.O.C. as suitable for employ- ment on the staff. (/) Is approved by the Air Council. Examination papers are set with the object of ensuring that candidates for the Staff College have attained a cer- tain standard of knowledge and that they are capable of :— (1) Writing a brief series of logical arguments discussing any of the principles of war laid down in the 8.A.F. War Manual. Part I (Operations), or any subject of current interest affecting the appli- cation of those principles. (ii) Discussing how those principles were applied in war by com- manders in the past and considering how modern inventions wil) modify the application of them in the future. (ili) Applying the principles of the R.A.F. War Manual, Part I (Operations), in the solution, on a map, of problems on the employment of air forces. A knowledge of the general organisation, armament, characteristics and employment of each arm of the three services, and the principles governing the combined action of all arms, is sequired. Candidates must be able to write a sound appreciation of the situation and to produce clear orders. (iv) Expressing their ideas in clear and concise terms and arranging their composition in a coherent and logical manner. the general duties . The Equipment of the R.A.F. College. In the House of Commons on Apr. 16, in reply to a ques- tion by Capt. Balfour. the Under-Secretary of State for Air Said that D.H.9a biplanes were still used for training cadets at the R.A.F. College, Cranwell. This type would be re- placed by Atlases. the standard type of Army Co-operation machines. during the Summer of this year. Night Flying Without Navigation Lights. Service aircraft will be flying without navigation lights between 19.00 hours and 23.59 hours on the dates and under the circumstances stated below. They will not extinguish their navigation lights below a height of 5,000 when flying over the area used by the civil routes to the Con- tinent. Aircraft fiying without navigation lights will switch on their lights on the approach of other aircraft :— (i) Within straight lines connecting Reading—Stowmarket—Cran- brook—Alton—Kingsclere—Reading. Apr. 14 to Aug. 31. 3,000 ft.. ex- cept where area covers civil air routes, where the height wil] be 5,000 ft. (il) East of straight lines June 2 to July 12. 5,000 ft. (i/i) Within straight lines connecting Minehead—Start Point— Watchett—Minehead. June 8 to Sept. 7. 3,000 ft. (iv) East of straight lines connecting Herne Bay—Canterbury—Deal. June 22 to Aug. 17. 3.000 ft. (v) East of straight lines connecting Aldeburgh—Cambridge—Dart- Jord—Beachy Head. July 15 to July 17. 5,000 ft. (vi) South of straight lines connecting Beachy Head—Sevenoaks— Farnborough—Netheravon—Bournemouth. July 22 to July 24. 5,000 ft. (vii) Within straight lines connecting Newbury—Winchester—Salis- bury—Devizes—Newbury. (Notc.—Over this area flying may be con- tinued unt:] 01.00 hours.) July 1 to Aug. 31. 3.000 ft. connecting Dungeness—Lympne—Dover. The R.A.F. Dinner Club. The eighth annual dinner of the R.A.F. Dinner Club will be held on June 27, the eve of the R.A.F. Display. The membership of the Club is open to all past and serving officers of the R.A.F. (including the R.F.C. and the R.N.A.S.) until such time as the membership shall reach 500, when the committee is empowered to make such limita- tions on future membership as it thinks fit. Officers of the Royal Navy ana Army attached to the R.AF. are eligible for ordinary membership while they are so attached. The subscription for ordinary membership is 5s. annually, and for life membership £3 3s. Forms of application for membership may be had from Sq. Ldr. J. O. Andrews, D.S.0., M.C., Hon. Sec. R.A.F. Dinner Club, Air Ministry, Kingsway, W.C.2. R.A.F. SPORTS. The R.A.F. in Egypt. The R.A.F. in Egypt finished a successful season of inter- Service sports on April 5, when they defeated the Army in a Boxing tournament at Heliopolis by nine bouts to five, and twenty-three points to nineteen. On the same day they beat the Army at Association Foot- ball by three goals to one. In January the R.A.F. in Egypt beat the Ariny in Egypt at Rugby football by 21 points to 5, as was duly recorded in THE AEROPLANE, and since that date the R.A.F. have beaten the Army at hockey. The results of the Boxing tournament were as follows :— Fly-weight.—AC. Evans (R.A.F.) knocked out Pte. Davis (Army) on the second round. Davis scored at the start, but in the second round Evans unloosed a beautiful right hook to the jaw. He followed this up with heavy head and body blows and finally knocked out Davis with a terrific right to the jaw. Bantam-weights.—Pte. Smith (Army) beat L-AC. Stockwell on points. Tpr. Briggs (Army) beat AC. Virtue (R.A.F.) on points. Fcather-weights.—AC. Iddon (R.A.F.) beat Dvr. Radford (Army) on Fonts a!though the soldier had an advantage in reach. AC. Callicott \R.A.F.) beat L/Cpl. Aspinall in the secong round, the Referee stopping the fight. Light-weights.—L-AC. Dugan (R.A.F.) beat L,;Cpl. Bennie (Army) on points. Dugan was too experienced for his opponent. L-AC. McAvoy ‘R.A.F.) beat L,.Bomb. Eden on points. Welter-weights.—L-AC. Asplin (R.A.F.) beat Pte. Gray (Army) on points in a bout which was one grand slam from beginning to end. AC. Johnson (R.A.F.) beat L/Cp). Walker (Army) on points. There was too much holding in this match. Middicweights.—Sjt. Wheeler (Army) beat Sjt. Cardwell (R.A.F.) on points. L,Sjt. Dow (Army) beat Cpl. Warner (R.A.F.). Warner went down in the second and third rounds but fought back well. Light-Heavy-weights.—L-AC. Christian (R.A.F.) beat Sjt. Gules (Army) on points. Christian put up a fine show and fully earned the verdict. Pte. Clark (Army) Knocked out L-AC. Berry (R.A.F.) in the second round with a right to the jaw. Heavy-weight.—Fit. Lt. Chichester (R.A.F.) beat Lt. Saunders (Army) in the second round. the Referee stopping the fight. Saunders was coviously outclassed. Association Football. The R.A.F. Cup Final-replay was held at Uxbridge on April 16. Henlow won by one goal to nil after a desperate fight. Henlow had rather the better of the exchanges. Kelly and Robinson. their Internationals, were undoubtedly in a class of their own, the latter dominating the midfield play. The defensive work of the backs on both sides was very sound, Johnson being very careful to see that Kelly was not allowed to run loose. It is. however. conceivable that the close attention paid to the latter was responsible for Martin being given the glorious opportunity which led to the fall of the Kenley citadel. The teams were the same as in the previous game. S-M. May of Northolt had charge. The feather was fine although rain had fallen earlier in the day. Kenley attacked vigorously from the outset. and a faulty clearance by Mawdesley forced Malin to clear from Rowley. Pressure was not sustained and play was quickly transferred to the other end, where Hill hit the upright with a crashing drive. Rule was sent away clear of the backs by Hill, but the upright again frustrated the Henlow attack. Robinson narrowly missed with a header from a flag kick by Martin, and a good shot from West was safely held by Potter. At the other end Malin cleared a smart centre by Prince. After 35 minutes, Rule secured from a throw-in and sent across smartly to Martin, who dashed in and scored with a good cross shot. In the second half Rowley gave Prince a fine opportunity, but the latter hit the side rigging. and play was again transferred. During w mélee in front of goal one of the Kenley defenders handled in the penalty area, but the referee was unsighted and Henlow were thus robbed of a good opportunity of increasing their lead. Potter made many smart saves. Rowley appeared to have a grand oppor- tunity of getting through when brought down by Pond just outside the penalty area, and although the referee awarded a foul. nothing materialised from the free kick. After the match the cup and medals were presented to the Henlow team by Mrs. Graham.—c. H. H. Rifle Shooting. The result of the second stage of the R.A.F. Small-bore Rifle League Competition, which was held at Bisley on April 13, was as follows :— (Teams of 8: 10 rds. delib.. 10 rds. rapid: h.p.s., 1.600 pts.; Ist Round.—R.A.F. Col.. 1,539. beat 32 Sqdn.. 1, 532: C.P.S., Witter- ing, bye, 10 Sqdn.. 1,546, beat 13 Saqdn., 1,434; 23 Sqadn., bye: H.A.D., 1537, beat No. 1 (Apprentices) Wing, 1,288; .S.H.-Q., bye: A. and G. Sch].. w.o.; Flight Cadets, bye. 2nd Round.—College, 1,549, beat CFS., 1.519: 10 Sqdn., 1,554, beat 23 Sqdn., 1,511; H.A.D., 1,525, beat S.H.-Q., Andover, 1,521; A. and G.S., 1,519, beat Fit. Cadets, 1,474. Semi-finals. —College, 1,563, beat 10 Sqdn.. 1,554; H.A.D., 1,543, beat A.G.S., 1,527. Finat.—College (L-AC. Hal). 196, Fig. Off. H. C. D. Hayter, 196; Cp). A. Rossner, 194; AC. G. Bayliss, 193; Cpl. J. Scudder, 192; L-AC.

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APRIL 23, 1930 The Aeroplane 143 C. Rose, 192; Sjt. W. J. Barrett, 191; Plt. Of. E. Coleman, 191), 1,545, beat Home Aircraft Depot (Fit. Lt. C. W. Hill, 195; Flt. Lt. J. H. Winch, 195; L-AC. D. Holdaway, 193; Cpl. P. W. Lambell, 192; L-AC. C. Cooke, 189; AC. H. Baker, 188; Cpl. C. H. Sexton, 188; L-AC. G. E:sey, 186), 1,526. Inter-Services Cross-Country. The Inter-Services Cross-Country Championshiv was held at Portsmouth on Apr. 16. The Army won the team championship with 37 points. The Roval Navy and Royal Marines were second with 57 points and the R.A.F. were third with 79 points. AC. Brown, R.A.F., was third. The winner, Col. J. A. Broadley (Army), covered the distance of just over five miles in 32 minutes 15 seconds. TRYING AGAIN. THe AEROPLANE for April 2 chronicled the start, the forced landing. and rescue of the Ryan monoplane in which Mr. Smith and Lieut. Shiers are attempting to fly to England. On April 20 the Ryan left Wyndham, Western Australia, for Bima, Dutch East Indies, where it arrived the same day. McCUDDFN, V.C. [Flying Fury, by James McCudden, V.C., D.S.O., M.C., M.M., with Prefatory Notes by Marshal of the Royal Air Force Lord Trenchard, and Air Chief-Marshal Sir John Salinond, and an Introduction by C. G. Grey, Editor of THE AEROPLANE. 270 pages 84x53, eight drawings by Leonard Rridgman, and two photographs. Historical Notes. Jchi1. Hamilton. Supplied by THE AEROPLANE Book Dept., Cannon House, Pilgrim Street, E.C.4. Qs. post free.] This book is an illustrated reprint of Five Years in the Royal Flying Corps, the- diary of James McCudden, V.C., one of the most gallant and skilful fighting pilots of the R.F.C. The manuscript was handed to Mr. Grey for publication by its Author a few days before his death, and appeared in 1918 exactly as it was written, but with the addition of the Prefatory Notes and Introduction which appear in the new edition and some footnotes which increased the interest and value of the book to those outside the aeronautical com- munity. In the original version, as it was produced during the War, the names of aerodromes and the numbers of squadrons were suppressed by the Censor. These have been discovered by Mr. Leonard Bridgman and have been published in the present version, together with brief histories of each squad- ron concerned. These notes have been brought up to date in the new edition, and cthers have been added. Another valuable addition are the eight illustrations by Leonard Bridgman. In conimon with the rest of this artist’s work they combine technical accuracy with a vivid impression of movement and a vigorous beauty of line. The book begins in April 1913, when the Author's applica- tion for a transfer to the R.F.C. from the Royal Engineers had just been approved. A month later he had been up for his first flight. although still under open arrest for wrecking two machines in their shed by practising propeller- swinging with the engine switched on. The rest of Book I is a description of the life in the early days of the R.F.C. of a mechanic who was keen, intelligent, and painstaking. On the outbreak of the War he went to France with No. 3 Squadron. He was promoted to Sergeant and served with the Squadron in France as an observer until the beginning of 1916. when he was sent home to learn to fly. He soon qualified. and by May 1916 was an assistant-instructor at the Central Flying School. He went back to France in July and was posted to No. 20 Squadron to fly F.E.’s. -He was awarded the Military Medal the following October. Shortly after this he was posted to No. 29 Squadron and flew D.H.2’s. He distinguished himself as a fighting pilot while with this Squadron, and in January 1917 he was given a commission. Six weeks later he was awarded the Military Cross. A short period of instructional work in England gave him opportunities for trying-out numbers of new and sometimes experimental machines. In June he was given the tempo- rary rank of Captain and gazetted Flight Commander, and during the same month he went into action against enemy raiders over London. After a refresher course in France with No. 66 Squadron he was posted to No. 56 Squadron as a Flight Commander. This Unit was then the crack Squadron of the R.F.C. and was equipped with S.E.5's. Life with No. 56 Squadron con- sisted of unceasing war in the air, and by Jan. 1, 1918, the Squadron had 249 enemy aircraft destroyed to its credit. McCudden hada by this time the D.S.O. and a Bar to the Military Cross. On Jan. 3 he was awarded a bar to the D.S.O.. and on April 2 he was awarded the Victoria Cross. He was posted to Home Establishment in March 1918 and became a highly efficient fighting instructor, although his heart was in France. In July 1918 he was appointed to command No. 60 Squadron in France. He was killed in a flying accident on his way to join his new command. Discerning readers of autobiography, students of military aeronautics and lovers of a brave tale of adventure well told will welcome the new edition of this book. And because of the new generation to whom it will bring an appreciation of the work of the R.F.C., the friends of James McCudden will try to forgive the Publishers for calling it Flying Fury.--C. M. MCA. [Anything less fitting than the title Flying Fury would be difficult to discover. James McCudden was the typical professional soldier, who fought and killed because it was his job, and he did his work without malice and without any more excitement than is caused by any other fight. His cold and calculating method of fighting, as set forth by himself, should be a lesson for all young pilots in the Air Services of all Nations who are wise enough to read his story. Fury was the last emotion that he felt, as readers of this extraordinary book will realise. Such a kinemato- graphical title is enough to fetch James back to this Earth in protest. But no doubt his sense of humour will bring forgiveness to his publishers.—c. c. G.] A BOOK FOR STUDENTS Elementary Laboratory Aerodynamics. By Arthur L Jordan. Published by The Ronald Press Company, New York. Price $0.80, and obtainable from THE AEROPLANE Book Department, Cannon House, Pilgrim Street, E.C.4. This book has been written by Mr. Arthur L. Jordan, Head of Science Department, Polytechnic High School, San Fran- cisco, to supplement the standard text-books on Physics generally used in high-schools and technical colleges. Mr. Jordan describes 21 practical experiments in aerodynamics to be made by students in the normal physics laboratory. Although the book is written for the American market (references are constantly made to standard types of Ameri- can aircraft), yet the book is worth the attention of students who wish to make simple experiments as a first excursion into Aerodynamics, and also the teacher or lecturer who wishes to start a course in this subject. An attractive feature of this book is the way in which it encourages the teacher or lecturer to make a start from the scantiest beginnings, that is, with but few pieces of apparatus. Mr. Jordan consistently outlines ways and means of improvising apparatus. The book can be easily followed, as it assumes only a knowledge of Elementary Algebra and Plane Geometry. There are some references to Trigonometry, but these can be omitted. | THE DIARY OF MAJOR J. B. McCUDDEN, V.C. | D.S.0., M.C., M.M., Croix de Guerre. ROYAL FLYING CORPS. ———_____ WITH PREFATORY NOTES BY MARSHAL OF THE R.A.F. LORD TRENCHARD | AND | | | AIR CHIEF MARSHAL SIR JOHN SA\ MOND AND AN INTRODUCTION BY | | C. G. GREY (Editor of “‘ The Aeroplane’). | ILLUSTRATIONS BY LEONARD BRIDGMAN. — UP-TO-DATE HISTORICAL NOTES, This book was originally published under the title of FIVE YEARS IN THE ROYAL FLYING CORPS and is now re-issued under the title of FLYING FURY. It is @ real war book, written during the war by the best Fighting Pilot in the Royal Flying Corps and the Royal Asr Force. From the AEROPLANE BOOK DEPT. CANNON HOUSE, PILGRIM ST., E.C.4. | | | POST Qs, FREE.

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744 The Aeroplane APRIL 23, 1930 BRITISH SALMSON AERO ENGINES RELIABILITY AND SMOOTH ~ RUNNING. 60-75 H.P. | 40-50H.P. 95-110 | 120-140 HP. HP. TYPE AD9. 40-50 H.P. THESE ENGINES CAN NOW BE SUPPLIED WITH ALL NECESSARY CERTIFICATES BRITISH SALMSON AERO ENGINES. Ltd. CHURCH WHARF, CHISWICK. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 23, 1930 THE LIGHT The Aeroplane | a6 AEROPLANE AND THE FLYING CLUBS. AN HISTORIC OCCASION. ALL LINED-UP.—A few machines of the European Tour at Heston before the start on Age 17. —(‘‘ Aeroplane ’’ photograpn.) On April 17 the Heston -Air-Park was the scene of an event which marks a distinct step in the History of Aviation. For the first time a number of privately-owned aircraft started on a collective tour outside of the British Isles. The idea of this tour was originated at Heston in a tea- table conversation between Mr. H. Gordon Selfridge, Junior, and Miss Slade, the Secretary of Airwork Ltd. As soon as thle idea was made known a number of pilots were greatly taken wilh it, and so Messrs. Norman and Muntz set about making it a regular organised tour. Communications were sent to various organisations on the Continent, with the result that official receptions were ar- ranged by the French Civil Aviation Authorities at Douai, by the Belgia1 Authorities at Brussels, by the German Authorities in Berlin and by the Netherlands Authorities at Amsterdam. Before the start on Thursday morning about 40 or 50 people were entertained at breakfast by Airwork Ltd., and after that there was an enormous amount of quiet activity while the various pilots, passengers and machines were passed by the Customs authorities and duly dispatched. | Altogether twenty machines started. The number was made up of seventeen Moths, one Bluebird, one Desoutter and one Klemm. Nearly all the machines carried pas- sengers. Never has one seen a cheerier party. Everybody was in a proper holiday mood. The only person who seemed at all anxious was Admiral V. H. Baker (normally Captain, late R.A.F.), commanding the fleet, and even his vast responsi- bility failed to remove his famous smile. The first of the tourists is not due back till the day on which this paper is due to go to press, consequently no account of the. tour can be published this week., But the adventures of the tourists will be published as far as they can be got next week. The route arranged to be followed is as follows :— April 17._-Heston,. Douai, Ostende, Brussels. April 18.—Brussels. Cologne, Frankfort. April 19.—Frankfort, Wasserkuppe (to see the gliding) and back. April 20.—Frankfort, Stuttgart, Boblingen (Klemm fac- tory), Friederichshafen, or Constance. April 21—Constance (Dornier. Works), Friedrichshafen (Zeppelin Works), Munich. April 22.—Short Cruise machines return to England by way of Basel and Paris. Long Cruise machines to Salzburg and Vienna. April -23.—Vienna-Prague. April 24.—Prague, Dresden, Berlin. April 25.—Berlin, Dessau (Junkers Works). April 26.—-Berlin, Hannover, Amsterdam. April 27.—Amsterdam, Ostende, Heston. The. machines and crews were as follow :— Long Cruise :— G-AALX, Moth (Gipsy), J. Cantrill; Williams (mechanic). G-AAHI. Moth (Gipsy), Nigel Norman and Miss Norman. BEFORE THE START.—A few more machines of the European Tour organised by Airwork Ltd. before leaving Heston. This picture is, in fact, a leftward continuation of that above.—‘‘ 4croplane’’ photograph.)

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APRIL 23, 1930 The Aeroplane ag MN Le m LE Maes e@ve#e wee t ed eee Paw oad , oe ° rf . one FP E€OS PRECIOS 7AD Nae . o* + ee ew we see ees’ ssa eee ee “see se ae SNe -* . * e+e aaeeve or ee awe . *-* . SEMEN KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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i APRIL 23, 1930 PES KCC The GIPSY MOTH (Standard Model) Engine : 100 b.h.p. Gipsy One. Construction : Fuselage, wings and empennage of standard wooden construction. Abridged specification : Colour scheme All covered surfaces 58 os Silver Fuselage, Struts and Undercarriage Azure Blue Registration letters a6 Black (Edged white on fuselage) * Standard instruments mounted on dash in rear cockpit. Airspeed indicator. Revolution indicator. Aneroid altitude meter. Oil pressure gauge. Inclinometer. D.H. Patent Air speed indicator (mounted on strut). *Calibrated in English or metric units, wording in any language. Standard equipment. Parachute type seats. Deep luggage com- partment with lock. Intercockpit speaking tube system (less earphones). Engine, air- screw and cockpit covers. Tool kit. Engine, aircraft and journey log books. Engine and aircraft instruction books. Optional equipment at extra cost. Handley Page Automatic Slots with or without locking device, watch or clock, com- pass in rear cockpit, dual switches, Io or 15 gallon auxiliary petrol tanks, aerobatic harness, duralumin airscrew or steel ditto with adjustable pitch. Price : Landplane— = Fly away Stag Lane Aerodrome Lod (Reduced from £675) Seaplane— Fly away Seaplane Station, Rochester, Kent .. £880 (Reduced from £950) Ready for packing Stag Lane Aerodrome 4 axe ate £855 (Reduced from £'91r0) Al Immediate Deliverizs The Aeroplane The GIPSY MOTH (Special Model) Engine : 100 b.h.p. Gipsy One or 120 b.h.p. Gipsy Two. Construction ;: Fuselage of welded steel, wings and empennage of standard wooden con- struction. Abridged spectfication : Colour Scheme All covered surfaces mc We Silver Fuselage, Struts and Undercarriage Optional (White or gold extra) Registration letters .. .. Optional (Gold extra) Standard instruments mounted on dash in rear cockpit. As Standard Model with addition of watch. Standard equipment. As Standard Model. Optional eqrpment at extra cost. As Standard Model with addition of coupé head, cock- p.t heating device, streamlined head-rest, compass in either or both cockpits, all standard instruments dupli- cated in front cockpit, oil temperature gauge, revolution indicator mounted on fuselage (visible from both cock- pits), oversize wheels and tyres, spade grip on control cclimn, detachable cover for front cockpit (with quick detachable wind-screen), 3-ply round leading edge of bottom main planes, float-on-air cushions, rubber floor mats, fescolised exhaust pipe and silencer, 10, 15, 20 or 25-gallon auxiliary petrol tanks. Price : Landplane— Fly away Stag Lane Aerodrome (with 100 h.p. Gipsy One) .. £675 (Reduced from £700) Fly away Stag Lane Aerodrome (with 120 h.p. Gipsy Two) .. £750 Seaplane— Fly away Seaplane Station, Roch- ester, Kent (with 100 h.p. Gipsy One) 50 ae £960 (Reduced from £995) Fly away Seaplane Station, Roch- ester, Kent (with 120 h.p. Gipsy IND). az ELLOS Ready for packing Stag Lane Aerodrome with 100 h.p. Gipsy One) Ac : £935 " (Reduced from £960) Ready for packing Stag Lane Aerodrome cath 120 h. P- Gipsy IND) Sc eee LOLO THE DE HAVILLAND AIRCRAFT CO., LIMITED Stag Lane Aerodrome, Edgware, Middlesex Associated Companies in Canada, Australia and India. ESPONDING WITH ADVERTISERS. Licensees, Selling and Service Agents throughout the World

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Apri 23, 1930 The Aeroplane 751 WAITING IN THE RAIN AT LEICESTER. Desford Aerodrome is the home of the Leicester Aero Club, and “—ford”’ means a place through which one can wade. One did. Entering the district, which we found through the murk chiefly by virtue of Mr. Pratt, of petrol fame, his admonitory arrows by the roadside, we met an ice-cream cart making at high speed ior Leicester, probably to become transformed into a hot-dog stand. That was very reasonable, seeing that there was a snowstorm then in full progress. The nearest approach to the authentic Flanders mud that one has encountered since the slight bickering of 1914-18 was that in the Public and Members’ Enclosures at the aerodrome. In spite of that, quite an unwarranted number of cars and aeroplanes were waiting as we splashed up- Stream,—and the gramophone loud-speaker played ‘“‘ Three Cheers for the Red, White and Blue.” The snow turned to heavy rain, the visibility changed from inditferent to nil, and the wind rose, but ever and anon a hardy skyfarer pushed a streaming nose through the downpour and landed. Manifold assistance was forth- coming from the A.A. Aviation Department and special details of the local police force, who worked hard in the mire on the aerodrome itself, unlike their colleagues on Special point duty for miles around, of whom we passed Several hunched into their capes in solitary fortitude. In short, the Weather Man, in a vicious outburst of most un-Basterly behaviour, dealt the Leicester Aero Club’s pageant a cruel blow, and only the invincible good humour of its promoters and the pluck of visiting pilots saved the affair from heing a complete wash-out. Among those who were present up to the time that flying was cancelled for the day were the following hardy spirits: Fit. Lt. T. Rose, who flew up the Avro V. G-ASSO with Hon. Mrs. Westenra and Messrs. Brown and Shellabear as passengers; Mr. R.R. Bentley, on his Moth, G-AAEE; Mr. N. EH. Brett, Avian, G-AAHD; Miss Winifred Brown, Avian, G-EBVZ; Mr. R. G. Cazalet, Widgeon (Hermes), G-EBRM; Mr. H. D. Davis and Lt:-Com. C. N. Colson, R.N. (passenger), Moth, G-AAKJ; Mr. W. P. Cubitt, Avian, G-AAHE; Mr. N. Comper, Comper Swift, G-AARX; Flg. Off. P. P. Grey, Moth, G-EBYZ;: Mr. P. Gough, Avian, G-EBYP; Capt. A. G. Lamplugh and Mr. W. Massey, Moth, G-AAEZ; Mr. Ivor EY (Ze LEICESTER AS IT SEES and shows the thoroughly sporting spirit in which the Committee and Members of the Club view themselves. Those who appear in the picture are as follows:—1l, Mr. E. T. Walker (Life Vice-President), 2, Mr. W. Lindsay Nm ITSELF.—The _ Everard, M.P. (President), 3, E. A. Underwood tary), 8, C. E. Hurst (Secretary of Instructor), 5, H. Purt (Hon. Secretary), 6, T. Warren (Ground Engineer), 7, McClure, Moth, G-AAAA; Mr. H. J. Penrose, Widgeon, G-AAJF; Mr. A. J. Richardson, Klemm-Salmson, G-AAFU; Mr. John Rogers, Klemm-Cirrus, G-AAWW; Lt.-Com. L. C. Sharman, R.N., Flycatcher; Mr. G. F. Sur- tees, Avian, G-AAIX; Mr. H. R. Trost and Mr. Clarke, Junkers Junior, G-AATH; Mr. C. S. Napier, Widgeon, G-AADE; Mr. A. G. Store, Breda, G-AAVL; Miss Slade, Moth, G-EBSA; Mr. C. H. Shearing, Klemm- Salmson, G-AATD; Mr. Norman Blackburn, Bluebird, G-AAUG; Messrs. Bainbridge and Christopher, Moth, G-AASG; Messrs. Gairdner and Wilson, N.F.S., Moth, G-AAPN; Mr. H. Andrews, N.F.S., Spartan, G-AAML; Mr. S. A. Thorn, Hermes-Avian, G-AAAJ; Mr. P. S. Allen, Hermes-Avian, G-AAVM; Mr. Gee, Moth, G-EBNF, and Messrs. Fielden and Brompton, respectively, with a sixteen- passenger Handley Page of Imperial Airways Ltd. and an Avro 504K for Aviation Tours Ltd. This imposing array of aircraft did not arrive wholly without incident, though happily none of the delays were tragic and most had elements of humour for everyone except the person chiefly concerned. Miss Slade, with her brother as passenger, ran into the snowstorm which pre- vailed in the early afternoon and found hedge-hopping little to her taste, so landed in a ploughed field near Great Glenn. When she had established her position Miss Slade found her brother too much of a load to lift off the sticky furrow, and left him to ride with someone else. Mr. A. J. Richardson, one of whose very early solo flights last year was om a compass course from Norwich across the North Sea to Rotterdam in his Klemm-Salmson, flew the same machine to Desford on Saturday. After flying blind over what is believed to have been Northamptonshire, Mr. Richardson lost his way and landed for information. In doing so he damaged a tail skid, but a, local carpenter re- paired it while he was confirming his geographical suspi- cions, and he set out strongly for Desford. If there were any real justice in Nature Mr. Richardson’s stout effort would have been rewarded with something other than a large mud-puddle; but no! On alighting from the Klemm his foot slippeid in one of the gooiest available, which at that time and place indicates something very special in puddles, and he made his way to the Club office in such a | _ | Qe ne I Le 2 ——— OS 2 Sl att picture above has been received from the Leicestershire Aero Club Lt. Thomas (Pilot (Financia] Secre- House Committee), 4, Flt. B. Franklin (Chairman of Flying Committee). 9, W. B. Medcraft (Secretary of Flying Committee), id, E. J. Tucker (Chairman of House Committee), 11, S. Brown (in Flight Office), 12, R. C. Winn (Cbairman of Executive Committee), 13, H. C. Sydney Tyler, 14, T. Trevor Sawday and 15, W. A. North, J.P. (Donors of ~ the “Fernie ”y, and 16, F. H. Stewart David (Pilot of Mr. Everard’s machine, the “ Foxhound”).

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Fen, 2D, 20 The Aeroplane a 153: IS ONLY SENSIBLE ‘“Well, old boy, 1f you want to push off, I’m ready.” ‘“Right-ho, Geoff Where are my gloves ? Oh, here we are. Now then.”’ ‘* Do you want someone to swing the prop?” “* Oh come, Geoff, don’t Ee Victorian! Press that little knob forme Waita moment. Now!” ‘“* Great Scott! Self-starter ! I say this: Blackburn Bluebird is simply years. ahead of anything.” ** Of course she is. Entirely metal con- struction ! Side-by-side seating ! Self- starter! - - ” ‘* Marvellous! Blackburns have got away with it this time.” “Well, they’ve had over 20 years? experience, you know. They ought to. know what’s wanted, and it seems they > y This machine is the outcome of 21 years’ manufacturing experience .... Price £795 << Fly as you drive—side-by-side”’ BLACKBURN BLUEE Sole World Distributors : AUTO-AUCTIONS AUTO-AUCTIONS LIMITED, Burlington Gardens, opposite Burlington Arcade, Bond Street, W.r. Telephone: Victoria 8761 Aerodrome at Heston. Agency territories available. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane Aprit 23, 1930 A LATE ARRIVAL.—Miss Slade arriving, with the help of the excellent A.A. Staff, at Desford after being forced to land by a snow-storm —(‘ Aeroplane” photograph.) the engine was started. Gallant efforts by those near it prevented it from charging the Handley Page liner broad- side on, but it damaged the starboard elevator of the latter and broke one of its own wings.—F. D. B. EASTER MONDAY AT HANWORTH. Although not fine and warm, by any means, the weather treated the Hanworth Air Pageant better on Easter Monday than the forecast warranted. It was cloudy but the ceiling was high enough to allow some excellent pilots to give of their best, and the absence of wind prevented low tempera- tures from telling on the spectators too severely. The public turned out very well. Some 15,000 of them througed the en- closures on the North and East of the ground, especially the former, where they must have had some difficulty in seeing ‘details of some events. The Fly Past which opened the programme included a specimen of each type used by N.F.S.; Bluebird, Spartan, Moth and Desoutter, to which were added for good measure a Gipsy-Moth, an Avro “ Baby” and a D.H.53,—which last were the only visiting machines at the time. Mr. H. M. Schofield then took the air for an aerobatic dis- play which was fully up to the standard expected of an er- member of the 1927 Schneider Team. His demonstration of the Desoutter cabin monoplane, which is the standard taxi-plane of N.F.S., was a revelation of skilful handling and thorough mastery of his craft—in both senses. In fact Mr. Schofield caused a staid commercial vehicle to do every- thing that most fare-paying passengers would pay a lot extra to avoid. The Aerial Pool competition, which consisted of one flight over a series of circles into which flour-bags had to be dropped, was won by H. R. H. Edwards in the Avro Baby, G-EAUM. He flew very low and gained a lot in accuracy over his nearest rival, Mr. M. D. Scott, who flew a Cirrus- Moth, G-AAXG. Mr. Andrews, in a Bluebird, took third place. The N.F.S. Circus, composed of Messrs. H. M. Schofield, J. B. Wilson and I. W. C. MacKenzie, was easily the most spectacular event on the programme. Tight formation fiy- ing, formation and concerted aerobatics, finishing with a particularly accurate formation landing, aroused a good deal of applause. Mr. A. C. H. Rawson flew the Autogiro through its paces, to the interest and amusement of the crowd. Incidentally the almost complete absence of wind made its qualities less obvious than usual as it took some time to get the rotor turning with the slipstream deflector, and the take-off run was adversely affected. The ‘ All forms of transport” race gave Mr. Edwards his second win of the day. Considering that Mr. Edwards, in spite of having been in the Oxford boat this year, was not called upon to row, the “all forms” seemed rather pointed. However, he pumped up the tyre of a bicycle, rode it 150 yards, mounted a pony and rode the bewildered beast a Similar distance. Thereafter he drove a car backwards to a not-very-obvious mark, carried his passenger some distance to the Avro Baby and took off. He was away only a few seconds before E. C. Browne, on .. a Gipsy-Moth, which had a decided advantage in speed, but by flying his circuit low and tight he won on the post. coming in to land after giving their display The decapitated trees are noticeable, —(" Aeroplane” photograph.) Digit Sem Google

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-1 ee The Aeroplane APRIL 23, 1959 The third competitor, Dr. Fleming, lost a good deal of time while carrying his passenger and came in a lap behind. The progress of proceedings was made known to all en- closures by a very efficient Marconiphone installation. Inci- dentally the ground manceuvres of the transport race ap- pealed to the announcer as an opportunity for facetious comment, and whereas he had an undoubted right to con- Sider other forms of transport as low comedy compared With flying, there was no real excuse for framing his com- ments to match. Bank Holiday crowds may be used to pseudo-Rabelaisian humour, but should hardly be encouraged to expect it at the Hanworth Club. Messrs. J. B. Wilson and I. C. W. MacKenzie took the air together for an individual display of aerobatics and left no doubt of their quality in this line. They performed all the Sade evolutions with verfect accuracy and clean tech- The final event, in which the N.F.S. Circus “bombed” a ._level crossing, served at least to finish things with a bang. The disappearance of the little white hut was both instan- taneous and rousing. The parachute descent by Mr. John Tranum had to be ‘omitted from the programme owing to his absence elsewhere. He was reported to be on the way, by air, from the scene of -his last descent, but one can only suppose that the pilot failed to keep him on board long enough at a time to make a fast journey. Another disappointment was the absence of the Comper . Swift, which had—rather excusably—got a little eicester weather into its magneto system on Saturday and had not yet yielded to baking. It would have been an interesting ea with the little old D.H.53 which Mr. Douglas fas Uylng, aS representing some years’ j i -Single-seater design. : Wott eran ne aers In the old days at Hendon, when the wind rose akove a comparatively gentle breeze and washed out flying, the pilots used to “ varade” their aircraft past the public en- ‘closures held down by festoons of hangers-on. It was a concession to those who had paid to see flying, and rarely Suns ma les pe at least they saw various types of . a lot more intimately than i ines oe aera y if the machines had The youth of the land are just as thirsty for detail as they used to be and a revival of the parade—well up to the rail- _Ings—would be a useful preliminary to the Fly Past. Even the prolonged taxi-ing that would be required in a large aerodrome like Hanworth would hardly be enough to injure the engines, and when distances are so great the crowd de- serves a close-up view for its money before watching specks moving afar off with really interesting flying only at intervals. The arrangement of a flying meet to provide constant in- terest together with safety is certainly getting daily more difficult, but when novelties have to be introduced, such as those including other forms of transport, etc., the ground portion should be arranged to extend over as large a front- age as possible. Actually these events are better suited to small and intimate meetings.—F. D. B. THE LONDON AEROPLANE CLUB The London Aeroplane Club took delivery of its new D.H. Gipsy all-metal Moth on April 11. This brings the fleet of Club aircraft up to seven. The Club is now in 4 position to accept a few more members for flying instruc- tion. On Sunday, April 13, thirty-two members made solo flights, and seventeen received flying instruction. Miss E. J. Muntz qualified for her ‘“ A” licence. Major Travers, the Chief Pilot Instructor, is taking par- ticular interest in formation flying and already consider- able progress has been made in this direction. AN ACCIDENT AT WOODFORD. On Apr. 13 a machine, reported by The Manchester Guardian as an Avro Avian, belonging to the Lancashire Aero Club, crashed near Woodford Aerodrome. Mr. Mark Lacayo, who was in the front seat, was dangerously injured. Mrs. Millington, who was in the after cockpit, learning te fly, was not seriously hurt. , A LONG TRIP ENDS WELL. Messrs. H. L. Piper and C. Kay, R.A-F., arrived at Auck- land, New Zealand, on Apr. 15. They did the last lap of the journey from Croydon by steamer, after they had flown their Desoutter-Hermes monoplane Aorangi from Englana to Australia. An aerial escort gave a demonstration as the steamer entered Auckland harbour. A PLEASURE POSTPONED. As THE AEROPLANE was going to press a telegram from the Yorkshire Aero Club announced the postponement of their Pageant from April 26 to May 10. Will all those who intended to go to Leeds for this occasion, either in earth- or air-borne vehicles, please note the alteration of date? THE NEW DE HAVILLAND POLICY. The De Havilland Aircraft Co. Ltd. have been trying for a long time to reduce the price of the D.H. Moth. But as each order so far has been treated individually, and as each customer has been allowed much latitude in specification, this desirable object has been impossible to achieve. The D.H. Company have therefore decided on a, definite policy under which they will offer two models of the D.H. ‘Gipsy-Moth two-seat biplane. One will be the Standard Model and the other the Special Model. _ The Standard Model land-plane will in future cost £595, ‘ instead of £675. The Standard Model Seaplane will cost £880, instead of £950, if delivered at Rochester ready to fly. And if de- livered ready for packing at Stag Lane the price will be £855, instead of £910 as heretofore. The engine of the Standard Model will be the 100 h.p. Gipsy I. The fuselage, wings and tail-unit are of standard wooden construction. The colour-scheme will be that of the demonstration machines, which certainly look handsome. The fabric-covered surfaces,—wings, tail, fin, and the like will be painted silver, the fuselage, the struts and the under- carriage will be painted azure-blue. The registration letters will be painted black and those on the fuselage will be ‘edged with white. The instrument-board in the rear cockpit will contam a goodiy range of instruments. These will include Pitot air- - speed indicator, revolution indicator, aneroid altimeter, oil- pressure gauge and inclinometer. On one of the struts will be a D.H. patent airspeed indicator. The big export trade of the De Havilland Company forces them to supply the instruments calibrated in English or metric units, with wording in any language. This service is included in the price of the Standard Model. The Standard Model has as equipment: parachute-type Seats; deep luggage-compartment with locks; a speaking- tube system between the cockpits (this does not include ear-’phones) ; engine, aircraft and journey log-books; engine and aircraft instruction books; covers for the engine, the airscrew, and the cockpits; and a full tool-kit. Optional equipment can be supplied at extra cost. This includes: Handley Page automatic slots with or without locking device; watch or clock; compass in rear cockpit; - dual switches; 10-gall. or 15-gall. auxiliary petrol tanks; aerobatic harness; duralumin airscrew or steel airscrew with blades adjustable for pitch. 3 The Special Model has either the 100 h.p. Gipsy I engine or the 120 h.p. Gipsy II engine. The price as a landplane with the 100 h.p Gipsy I engine is £675, with the Gipsy II the price is £750. . As a seaplane, with Gipsy engine, delivered at Rochester ready to fly, the price is £960,—with the Gipsy IT it is £1,035. If the seaplane is delivered ready for packing at Stag Lane, the price with the Gipsy I is £935 and with the Gipsy Il it is £1,010. The Special Model has a welded-steel tube fuselage. The wings and tail-unit are of standard wooden construction. The colour-scheme is optional, with the exception of the fabric-covered surfaces, which must be silver. There is an extra charge for painting the fuselage. the struts, and the undercarriage white or gold. Similarly there is an extra charge for painting the registration letters in gold. The instruments on the dash in the rear cockpit are the same as those in the Standard Model with the addition of a watch. The equipment is the same as the Standard Model. The optional equipment at increased cost is much larger. It includes all the optional equipment of the Standard Model plus: the coupé top (or lid): a heating device for the cockpit; a streamlined head-rest; a compass in either or both cockpits; the duplication in the front cockpit of all standard instruments; oil-temperature gauge; a revolution indicator mounted on the fuselage to be visible from both cockpits; oversize wheels and tyres; spade-grip on control- column; detachable cover for front cockpit with quickly detachable wind-screen; 3-ply round leading edge to bottom main planes: “float-on-air’’-cushions; rubber floor mats: fescolised exhaust pipe and silencer; and in conclusion 10- gall., 15-gall., 20-gall. ,or 25-gall. auxiliary petrol tanks. Immediate deliveries can be given of both models, subject to extra work on the Special Model. The difference in price between the Standard and the Special models seems quite moderate considering all that it entails. The metal fuselage alone puts anything between £25 and £50 onto the cost. Special painting may easily cost another £20. And the rest of the £80 is quickly absorbed in changing about the various items of optional equipment to please the customers.

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Apr 23,°1930 The Aeroplane PRESSURE LOW PRESSURE SUPPLY TO GAUGE CAMSHAFT AND ROCKERS. yy A : \ x y AKI Wy WA AI a a oh “LOW PRESSURE SUPPLY TO REDUCTION GEAR TEETH ; (OIL JETS) AENEAN SS RGA Sones HIGH PRESSURE SUPPLY TO MAIN BEARINGS AND CONNECTING ROD BIG ENDS SCAVENGER PU ETE : yes hi F : PRESSURE PUMP i ; “= | & RELIEF VALVES. SCAVENGER RETURN N XARA NSN Sona oo Meee Ne SUPPLY TO PRESSURE PUMP , a ee al BD scavencer Olt WSN 1/GH PRESSURE OIL LOW PRESSURE O/L ADVANTAGES OF THE F AND ‘H’ ENGINES _(D)—Oiling SyStem The Rolls-Royce system of using oil at high and low pressures, while ensuring adequate lubrication of all parts, "prevents excessive oil circulation and thus avoids oil cooling difficulties due to a high rate of heat input to the oil. ot * ROLLS-ROYCE LIMITED, 14415 CONDUIT ST. LONDON W.1 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. * * SS 157

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758 The Aeroplane Apri 23,. 1930 3 THE AVRO TRAINER. That ancient firm, A. V. Roe and Co. Lad., have again done a good thing. Avros have been in the forefront for some twenty years, and in the faithful old 504i, still reckoned as one of the finest, if not the finest, training machine in the world, they had set themselves a most difficult standard to beat. Their answer is the new Trainer, with Armstrong Siddeley Mongoose engine for ordinary purposes, but cap- able of proportionately better performance with the Lynx for special work. The first feature one notices on seeing the Trainer in its first stages of manufacture is the use of welded tube prac- tice on details of fuselage design. Like the Avro Ten and the Avro Five the Trainer has a Steel tube fuselage which is a complete welded job, and a very clean and simple piece of work. — It is a fully trussed girder as far back as the rear of the front cockpit, in rear of which it is diagonally strutted at the sides, and wire-braced at the top and bottom and in the bays. The simple and effective Fokker method is used; _ that is to say, steel wire is passed through steel loops welded in the corners of the bays and the wire is doubled back on itself and tightened by a single turnbuckle. The points of stress at the front end are particularly well strutted, especially the under-carriage attachments and the engine-mount. The juncture of four strut-ends at the middle of a crosspiece forms a complicated joint, but welding seems almost to have made it simple. The neatness of the work adds to this effect. The fuselage is assembled on jigs so that an accurate fit is assured for engine mounts and wings. The wings are all metal, and are built with aluminium ribs on spars rivetted up from rolled striv Steel. The steel is received in a heat treated condition and is rolled in the Avro shops into approximately tubular caus and corrugated webs. These are rivetted together,—with extra rivets in the more highly stressed parts. Steel liners and packing-blocks strengthen the spars where the nickel steel plate fittings are bolted on. The ribs are pressed out of aluminium sheet and flanged. Where they fit over the svars two small sheet clamps are rivetted on, which makes a very tight job, and the light piano wires which run through the ribs parallel to the spars are soldered at each one, to position them longitudinally. Double former-ribs strengthen the structure at certain points. These are made of two standard ribs joined by 4 rivetted cap-strip. Tubular struts and Raf-wires take the arift stresses. Semi-shrouded Friese ailerons are used, and operate on two ball-bearings each. The rudder and elevators, which are also built of steel tube and aluminium ribs, are also on ball-bearings. The undercarriage consists of two inverted pyramids. The radius members from each wheel meet at two points under- neath the fuselage. The front one is in the middle of the first lower crosspiece, and the rear one, which takes com- pression loads, is the apvex of a steel tube inverted pyramid underneath the rear cockovit. THE LATEST TRAINER.—The new Avro, with Armstrong Siddeley Mongoose engine. The shock-absorb- ing members com- pine an oleo cylinder : Jf Loz, on rear spr and rubber compres- LP \Gi\ plane sion discs for their ty function, and trans- mit compression stresses from the wheels to points midway between the upper and lower longerons, which are connected across the tuselage by a very ample tubular mem- ber and thoroughly strutted otherwise. The landing gear (adles fo Gil- has about eight Ey inches of vertical FB travel. An outstanding feature of the Trainer is the ab- sence of visible “ cadgettry,” com- bined with unusual accesslvility of such / Jower bearing ag. Cable to Trim indicalor p', Ws SEE OE (( ————— iB —— (Lidhi’ VAL — — {om Pressien /-. RAV S&S IS tia “4 x ~ a ys & \ ¥ C <4 Tronf iva cul gunn P ‘ = 6 Show sper Consfruchon NY N % BS \ S x < RS mn ne - x Me “| ‘ + N : : Wy? Above are sketches of the tail-trimming gear and of the main spar construction.—(" Acroplane’’ photograph.)

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et 39-400 The Aeroplane 189 Reliability — KIGOMA =, CAPE TOWN BF - % "1 Ma); “Uj Al] CF ONY 7? 4 \WAPITTS . Flew from the CAPE to CAIRO with Sir Pierre Van Ryneveld. AND BACK WESTLAND AIRCRAFT WORKS (Branch of Petters Limited) Works: YEOVIL, ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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760 gadgets as there are. The intimate details of an aeroplane’s plumbing and interior economy are neither eesthetic nor invulnerable, and piping, structural details, , voice-tubes, cables, both steel and insulated, should certainly be out of sight. In the Avro Trainer they are,—for they are tucked behind the cockpit upholstery between the steei- tube skeleton and the outer fairing of wood. At the same time they are made more than usually accessible by having the fairing panels quickly detachable along both sides ot both cockpits. The same decent invisibility is given to the main flying controls, by means of a raised duralumin trunk running longitudinally down the floor of both cockpits. The control- columns rise from small holes in this, and the pedals of the rudder-bars protrude through slots in its sides. Duralumin flooring is also used between the trunk and the fuselage walls, and the trough thus formed leads through both cockpits into a trap in the bottom of the fuselage at the rear. Anyone who has stood on his head scooping mud out of cockpits with his hands will appreciate what this means, especially as there are no obstructions or inaccessible corners. Both instrument-boards are identical and complete, and so are the controls for the engine, tail-trimming and slots. The slots can be locked, or released for action, and a Sliding indicator in the right wall of each cockpit shows the amount of tail-trim. The tail-trimming gear has an unusually wide range of adjustment. Half of it is made by interconnected wheels, one in each cockpit, and the remainder by adjustment on the ground. The leading edge of the tail plane is held in bearings on vertical rods which can be moved up and down in their housings and positioned by screw pegs in a series of holes. The front bracing-struts also have a sliding anchorage at their lower ends. The trailing edge, to which are hinged the elevators, is supported on a single central bearing on a vertical rod and is braced by two tubular struts which meet at a fitting nearly at the bottom of the same vertical rod. The rod is threaded between its two bearings, and a threaded sprocket which is turned by a chain and cables from the cockpit thus raises and lowers the whole trailing edge installation. The functioning of the elevators is not affected. A cable leading from the strut-fitting on the verti- cal rod, downwards under a pulley and forward to the cock- pit, there actuates an indicator to tell the pilot or student exactly now the tail is trimmed. In action the Avro Trainer achieves its vurvose of being a safe aircraft which is still capable of flying through ad- vanced aerobatics. The controls are particularly light. The mechanical friction is reduced to a minimum by the generous use of ball races at all stressed points. The ailerons which were at first toned down to suit the natural stability of the machine, have since been given more sensitivity to make advanced aerobatics easy. The undercarriage does not damp bad landings out to a point where the student remains ignorant of his error, but has a tremendous capacity for protecting the structure. A special, and very simple, device for raising and lowering the seats at the pleasure of the occupants is noteworthy. A lever and rack is placed conveniently to the right hand of each cockpit, and this lever rotates a transverse tube under the seat which carries the arms to which the chair is The Aeroplane APRIL 23, 1930 SOR RX Sates. RAMs SpE EXPERIMENT.—A Trainer with an Armstrong Siddeley Lynx engine. —(" Acroplane” photograph.) AN fastened. Similar arms from another tube above and to the rear preserve the relative position of the chair as it rises or falls. This feature is excellent for short or tall operators and not only adds to the bodily comfort of the pilot on a long flight when he can sink well into shelter, but also to his mental poise when visibility is bad and he is able to emerge and see as much as possible. Each rudder-bar is adjustable through quite a wide range of leg-lengths by an exceedingly handy little knurled wheel which protrudes from the duralumin trunk between one’s feet. The rudder is really actuated from a longitudinal slotted housing which has a threaded rod running through it lengthwise. The rudder-bar is engaged by this thread and thus moves to and fro in the slot while still governing the rotary movement of the housing. The knurled wheel turns the threaded rod by a universal point. Nothing is quite so elusive as real excellence in an air- craft, and if the Trainer can produce flying virtues to com- pare with its obvious merits in design it will be a worthy successor to the famous 504K.—f. D. B. é ne & ES .. ye wity * f a? - * ¥ - ee Le RN Sosa has BQNSS Soy a SIDE VIEW.—The Avro Trainer (Armstrong Siddeley Mongoose) in side elevation.—(“ Acroplane” photograph.)

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APRIL 23, 1930 The Aeroplane 761 ———EE——— ANUIMWWUY.W._10._’’®l—Ty ATTIC a ‘ a "| wey eee PP LP OL 3 LZ WW Manufaec turers. of Zeke WA : | AIRCRAFT ACCESSORIES \ Supplied to THE ROYAL AIR FORCE AND USED BY ALL Set aa AIRCRAFT CONSTRUCTORS. ‘ NUTT ca Gzzz _ AAA \ Ww A a AQ _ FLOW eaecee aunt | VICKERS \ WIRES ] \ — TEL. cocks / — ox ri I pect - §S. | pe mci - SWAGED x rr ' WVICKERS 4" TIE pe ) permanence | FUEL PUMPS HAND OPERATED \ EQUIPMENT ) ren AIRCRAFT LIGHTING. \ \ AH KONA AA 7 | emmy ANT AANA | FOOT VALVES \ VICKERS-POTTS | NON-RETURN _ OIL \ . VALVES. EAN \\\\\ ae LENGTHS ’ | FUEL FILTERS.\ RELIEF VALVES. J \ NAVIGATION ‘ LAMPS . “MALLEVILLE” f) ADJUSTABLE PIPE CLIPS. \ (MUU : (LIGHT PATTERN) \ PA W\\\\ en po q COOLERS. : ecrniaiir So ANNAN 7 END | VIcKERS-OLEO | FITTINGS | PNEUMATIC | a DERCARRIAGE. QUANTITIES, I MINN 2 : VICKERS : UNIVERSAL Be we \ AND GUARDS FOR z LIGHT CONTROLS. RRS A) \ , oS LLL \ WIGKERE-DAVIS f MA aa =» VICKERS (PATENT) SPECIFICATIONS | HYDRAULIC BRAKES. an a. AQ" ooo: ODD BW LLL E_kkédccdcdcsssssisivhééce Zé aD ZZ LLL ie * ‘SS Telephone: VICTORIA 6900. rina a q AW aw Telegrams: VICKERS SOWEST:- LONDON. All Enquiries for above meceaeuvies to the Works: BYFLEET ROAD, WEYBRIDGE, SURREY. | on Head Office: i. ea) VICKERS HOUSE, BROADWAY, LONDON, SMW.1. BS \s. | a _ AC WM I KINDLY MENTION’ “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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es The Aeroplane APRIL 23, 1930 Tecalemit Pure Solidified Oil is the ideal lubricant for all types of aircraft. With a melting point of 210° Fahrenheit and full, lubricating properties : _ at 35° below zero, it proclaims its general utility for all controls and landing gears, under vary- _ing climatic conditions. VRE OL VTL CLL >. @ Approved by the Air Ministry for use on all Government Machines. TECALEMIT , \ MITRE HOUSE, SCRUBBS LANE, WILLESDEN, N.W.10 ° SEAT RE See Ee STORER TN ROG WD MO Sar ORE NEE By NEE ee at ET Pe Ne NTS HE most modern and efficient tyre equipment—the Dunlop wired-type on well-base rim—is now the only form of standard equipment upon British Cars. In the field of Aircraft the security and safety afforded by this type of equipment have been indisputably proved. Dunlop Aeroplane tyres and wheels have set an entirely new standard of safety and efficiency. SAFE LANDING ON — DUNLOP WIRED-TYPE TYRES on DUNLOP WHEELS AND WELL-BASE RIMS DUNLOP RUBBER COMPANY LIMITED, Fort Dunlop, Birmingham. Branches throughout the World. C¥.H. 182 es KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Digitized by Google

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APRIL 23, 1930 THE NEW ROUTE TO INDIA. On April 12 the first India Air Mail to cross Europe by the new route left Croydon on the outward journey and reached Karachi one hour ahead of schedule time on April 19. This is the first time that the mail has done the journey in seven days. The route, instead of going south across Europe to Genoa now goes across Germany, Austria, Hungary, and Jugo- Slavia to Salonika, where the freight is transhipped to Short ‘Calcuttas and flown down to Alexandria by way of Athens and Suda Bay, Crete. From Egypt the new air- route links with the original] route. The first stage on the new route is to Nuremburg, where the first night is spent; the second stage is to Skoplie (for- merly Uskub, in Serbia). Thence the freight is sent by the night train to Salonika. This train link is only temporary and will be used until the lengthening days and Summer Time make possible the flying of longer stages. One learns that the various Central European countries are very glad to have Imperial Airways liners flying across their territories. Their hospitality is embarrassing, and be- cause of their desire to have the air-line stops at their various important cities the stages are perhaps shorter than such stages might have been. The various governments revel, too, in the filling of forms, so that a vast amount of literature is carried by every Argosy. The new route, however, seems likely to become popular with the European States as it collects their mails at each several halt. One can imagine a time when the air-mail systems of each State feed regularly into the Grand Trunk line of Imperial Airways. One wonders how such a development will be affected by the K.N.I.L.M. route to the Dutch East Indies, which is to start on Oct. 1 and will to some extent run parallel to Impe- rial Airways. Apparently the K.N.I.L.M. machines will only take aboard mail at their own aerodrome in Holland. The development of locally-run feeder lines to the India Route may be somewhat retarded by the local postal sys- tems asking too great a surcharge for air transport,—a matter in which our own Post Office is comparatively generous. Our own Post Office can be quite thoughtful, too. When the new route to India was opened the Post Office found that the mails sent by steamer to Alexandria for air trans- The Aeroplane 163 COMMERCIAL AERONAUTICS. port, thence along the India Air Route, would miss their connection. This was because of the increased speed made across Europe. Our Post Office therefore collected all these mails and took them to Croydon for air transpart all the way. And this with no extra charge, and at a loss to the Post Office! THE LONDON—INDIA SERVICE In the House of Commons on April 9, in reply to a ques- tion by Mr. Mander, the Under-Secretary of State for Air said that there had been no change in the policy of the present Government as against that followed by the pre- vious Government with reference to the Anglo-Italian Air Agreement for the operation of the London—India air ser- vice. The negotiations had broken down on Feb. 26, be- cause it haa been found impossible up to the present to conclude with the Italian Government arrangements which were commercially satisfactory to Imperial Airways Ltd. A LOGICAL DEVELOPMENT. A return night mail service was inaugurated by Sabena between Brussels and London on the night of Monday, Apr. 14, and the early hours of the following morning. At 23.30 hours a three-engined Fokker left the Haren aerodrome for Croydon with Air Vice-Marshal Sir Sefton Brancker, Director of Civil Aviation, and General Van Crombrugge, Director of Belgian Civil Aviation, on board. It arrived at - 01.30 hours, half an hour after a similar machine had left Croydon for Brussels, where at arrived at 02.30 hours. These will be the regular times for the nightly service. About 440 lb. of mail came from Brussels in the first load, and the outgoing quantity was slightly less. When the public realise that letfers can be accepted in the General Post Office, London, up to 23.30 hours for early morning delivery in Brussels, and up to 22.00 hrs. in Brus- sels for the first morning delivery in London, the advantages of the service, and the logical enterprise of the Belgian Post Office and the Sabena officials, become obvious. LICENSED AERODROMES. In the House of Commons on Apr. 16, in reply to a ques- tion by Mr. Louis Smith, the Under-Secretary of State for Air said that the number of licensed civil: aerodromes in Great Britain and Northern Ireland was 127, of which five were State-owned, five were municipal-owned, and 117 were. privately-owned. In addition there. were 48 R.A.F. Aerodromes. All the counties of Wales except Flint, and the following counties of England, were without aerodromes :— Cumberland, Westmorland, Shrop- shire, Rutland, Huntingdonshire, Mon- mouthshire, Herefordshire, and Corn- wall. THE “GRAF ZEPPELIN ” AT LARGE AGAIN. After a period of quietude in its home hangar at Friedrichshafen the Graf Zeppelin emerged on April 15 and flew to Seville, where it arrived about 24 hours later. After cruising to Cadiz the airshin returned to Seville and moored there at 5.30. King Alfonso and the Royal Family were at the aerodrome to watch the mooring process, and to greet the. com- mander, Cavtain Lehmann, and his crew. As there is no mooring mast at Seville the Zeppelin was held down by 200 Svanish soldiers for the hour or two of its stay. The Times correspondent in Berlin reports that the Graf Zeppelin will make a flight over the North Sea on Saturday, Avril 26, and will moor at Cardington, where Dr. Eckener, who is now in England, will take over com- mand from Cavtain Lehmann. This will be the first time that a German Zevvelin has landed in England volun- tarily. The new route of Imperial Airways across Europe to Egypt. This map has been specially drawn fo “The Aero- plane” by Rainoil Maps Ltd.

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The Aeroplane APRIL 23, 1930 A NEW VENTURE. Mr. F. Gough, who was one of the founders and for several years Secretary of the Norfolk and Norwich Aero Club, and Mr. N. Brett,—each of whom owns an Avro Avian,—have just secured a licence for a private aerodrome seven miles from Norwich on the Norwich-Fakenham road. The aerodrome itself is Square and covers an area of 20 acres. There are no trees or hedges near it within a quarter of a mile in any direction so it is as effectual as an aero- drome many times its size. There is an excellent shed on the aerodrome, for two machines, and supplies of Wakefield Oil and B.P. petrol are kept there. Messrs. Gough and Brett are running the _ aero- drome purely as a hobby and _ not for profit, and they will be pleased to see _ private owners and others there at any time. As a sideline they want to do some aerial photogravhy, so thev would be glad to hear from anybody who has a good second-hand aerial camera, suitable for use in an Avro Avian, for sale. Revlies should be sent to Mr. F. Gough, Meadow Creek, Drayton, Norfolk. A DE HAVILLAND CELEBRATION. The President, Staff and Students of the De Havilland Technical School will celebrate their 100 per cent. success in the Air Ministry Ground Engineers’ Examinations during the past Session, by holding a dance at the Portman Rooms, Baker Street, W.1, on May 9. The Committee will be vleased to welcome all members of the Aircraft Industrv. Tickets are available at 4s. single and 7s. 6d. double, and avvlication should be made to Mrs. Upton or Cavt. A. T. Eadon, Stag Lane Aerodrome. Several eminent members of the Aviation World have ex- pressed their intention of being present. CROYDON NOTES. Aerial attendance at the Boat Race was so good that the voice of the Cfficial Broadcaster was said to have been obscured by the roar of aero engines at times. As a matter of fact, it was a gentleman from Bootle with asthma sitting behind the Broadcaster who really made the noise. Imperial Airways Ltd. sent three fully-loaded Argosies tc the Boat Race, and among other aircraft present was an Avro 5, but it is not known under whose flag it flew. Talking of shipping, there was considerable confusion in the Channel cn Friday and Saturday (April 11 and 12). On Friday, according to the Press, most cross-Channel boats moved dismally through the fog dead-slow and nearly all vessels reached port very late, to the alarm and discomfort of passengers.. On Saturday an Italian boat came to roost on the Goodwins and was later ingloriously washed off by the tide like a bit of driftwood. The same day a boat, very rightly named the Invicta, was navigated into the Jetty at Calais, doing that useful piece of furniture a lot of harm, but remaining unscathed itself (or, herself?). While shipping magnates were praying for the speedy construction of the Channel Tunnel, so that they could put their boats on wheels and the wheels on lines, commer- cial aviation carried on exactly as usual during Friday and Saturday, and the Sabena night service ran to schedule both nights. The B.B.C. and the Press, who never miss an opportunity of pointing out that air liners were held up for fog, quite often doing so in the face of definite evidence to the con- trary, were discreetly silent about aviation on this occasion. The public would be definitely interested to learn that while Channel shipping was all of a doo-dah, proceeding sideways with its eyes crossed and its syrens screaming blue murder, the cross-Channe]l air services were undisturbed. Actually, what Civil Aviation wants, as firms’ Publicity Departments ignore matters of this sort, is to sink all differences of race and creed and form one of those jolly little communal secret societies, such as the one which suddenly instructs the World to “Eat More Fish,” leaving the choice of the fishmonger to the individual and allowing him to devour shark, squid, shrimp, lamprey, pilchard, prawn, porpoise, or winkle at his own risk and discretion. In vorief, we want to get together and simply say, “Fly, darn you, Fly! ”’ to the Public. Mr. R. B. Waters, late pupil of Col. Henderson at Croy- don, has started a business at Penshurst Aerodrome, entitled “Home Counties Aircraft Services,” which appears to be doing well. It includes joy-riding, instruction and air taxi work, and Mr. Waters is fortunate in having the local Press on his side (so different from London, what?). The Kent and Sussex Courier has given him excellent publicity in its columns, and has, moreover, offered its readers 50 joy-rides with Mr. Waters. He himself, though prepared to work all day and all night, probably regards the whole thing as a sort of rest- cure, having spent a good deal of his life on the High Seas and some years of it driving Overland Desert Mail Trans- port in Syria amidst a hail of bullets from hostile Arabs. in his spare time he went motor-bicycle racing, or tried to ride one of those foul contraptions from the Cape to Cairo. Mr. Waters is full of energy, initiative and business acumen, aS witness his offer to sell anyone a new or part- worn aircraft on the never-never system for £50 down. The Nobility and Gentry of Penshurst are said to be tumbling over each other to learn to fly, and we hope Mr. Waters meets with the success his enterprise most certainly qaeserveS.—SPRY. We have been wrestling tooth and nail with our Dentist lately, we having the tooth (at first) and the Dentist the nail, or something very like one. This is no game for the amateur who ends up minus the tooth and does not get the nail. The Dentist wins the prize and the other bloke not only loses all his knobs of ivory but pays heavily for the fun the Dentist has had. Otherwise it is a fair and sport- ing contest. Thus we know little or nothing and make our excuses for these notes in advance. Easter bookings have been very good apparently, Im- perial Airways have had to duplicate Paris services several times during the holiday period. K.L.M. had a 24 ton load of cut flowers for Covent Garden Market on Easter Monday and have been importing quite large consignments of Dutch plovers’ eggs into this country. Thus the idle rich, sated with turtle souv and caviar, have been able to soothe their jaded palates with these eggy but gelatinous dainties. What has happened to the British Plover? Apparently the Society for the Prevention of Promiscuous Ovipositing among Peewits has stepped in and forbidden these dolorous birds to lay any more eggs. Hence their despairing wails. Imperial Airways had a car waiting outside the Paris Stadium for special passengers who were driven straight to Le Bourget after the Rugger match and flown to Croydon. Thus these enthusiasts having witnessed the defeat of France by Wales were able to nibble a leek at dinner-time in London, in honour of the victory—whateffer. Mr. Macintosh recently left Paris in Major Holt’s three- engined Fokker fifteen minutes after a well-known brand of Air Liner and reached Croydon sixteen minutes before that High Speed conveyance. Imperial Airways are now booking through passengers from England to India by air and had their first two book- ings not long ago. Night Watchmen all the World over intensely resent hav- ing their night’s repose interrupted. This night-flying must be most upsetting for those whose job it is to watch for them, as no less than five machines took off or landed at Croydon between 01.00 hr. and 04.00 hrs. recently. Messages of sympathy from a brother Watchman situated in a box on the Purley Way are said to have been received in the Control Tower. This gentleman not only lost a night’s rest, but his supper bloater as well. He was cooking the elusive fish over his bucket of coals when an aeroplane overhead “ give him such a start, he drovved the blinking bloater in the bucket.” It flared up and vanished with a pop of course, and its owner is writing to his Union about it. According to a Daily Paper, Whitehall is to be recon- structed on the lines of a Paris Boulevard, and planted with umbrageous trees. Seeking an interview with (say) the Deputy Director of Cracks in Ceilings some sunny morning, we shall probably be conducted to a shady corner of the new Whitehall, where, under a pink and green awning the Deputy Director will be found wearing a black sombrero and an equally sombre spade-shaped beard, reading La Vie Parisienne and waiting for his morning absinthe to percolate the lump of sugar or vice-versa, as the case may be.—SpryY. q MALLITE PLYWOOD - } , VSED,BY THE LEADING AIRCRAFT MANUFACTURERS * THROUGHOUT THE WORLD. rae | : MAN OUPALTURED TO SPECIFICATION 3.V.3. BY.- | Bisnprseus 564! THE AERONAUTICAL & PANEL PLYWOOD (2 17:

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TWOWONE LIFE PRESERVER == F0R, AIR woWATER § | ALWAYS READY ee “3 : Gee ae, . | i se 3 ~ g yet : The British Russell Parachute Co., Ltd. Aircraft Accessories, Dominion Works, Dansmure Road, N.16. Telephone: Clissold 2184. Telegraphic Address: ‘’ Parachutes, Stoke, London." a Ya Ze —_—___ ‘ STRENGTH COMBINED 2 : WITH LIGHTNESS. . N alloy with the strength and hardness of Mild Steel, but having only one third of its weight, and possessing’ excellent machining qualities. LAA Nb ar) ‘> oe = Sah tees 23 Kal A Ome. < All enquiries to :— P eg JAMES BOOTH & COMPANY (1915) LIMITED, Argyle Street Works, Nechells, BIRMINGHAM. Telephone: East 1221 (Private Branch Exchange). Cables: Liebers 5 Letter Code. Telegrams: “ Booth, Birmingham.” Pentley’s Code, A B.C. 5th and 6th Edition. | Miss Spooner, World’s Champion Airwoman BERKS, BUCKS & OXON AERO CLUB OPENING AIR PAGEANT The Berks, Bucks and Oxon Cup race, . on April 5, was won by Miss Spooner at 106.5 m.p.h., piloting a GIPSY MOTH, using CASTROL. CINQUE PORTS F.C. MEETING ~ AT LYMPNE | The 3rd Ashwell-Cooke Cup Com. portion on April 6 was won by Mr. R allas Brett, piloting a.CIRRUS MOTH, using WAKEFIELD CASTRO MOTOR OIL : —the Product of an ALL-BRITISH Firm N.F.S. C. C. Wakefield & Co., Ltd., Wakefield House, Cheapside, London, E.C.2 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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766 The Aeroplane APRIL 23, 1930 NEW COMPANIES. ARROW AIRCRAFT (LEEDS) LTp.—Private company. Registered April 9. Capital, £5,000 in £1 shares. Objects: To acquire the business of manufacturers of aircraft and the component parts and accessories thereof, and mechanical and general engineers carried on by A. C. Thornton, S. Oddy, H. Dowson, W. Kenworthy, I. M. Brown and H. Broadbent, at Whitehall Road, Leeds. The first directors are: A. C. Thornton, Luxor View, Harehills, Leeds, designer. S. Oddy, North Park Grove, Roundhay, Leeds, draughtsman. H. Dowson, I. M. Brown, W. Kenworthy (addresses not stated). H. Broadbent, 2, Basinghall Square, Leeds, solicitor. RECEIVERSHIPS (APPOINTMENT OR RELEASE). ‘* WINGS ’’ PUBLICATIONS LTp.—R. S. Andrews, of 448, Strand, W.C.2, ceased to act as Receiver on Mar. 26, 1930. PERSONAL NOTICES. BIRTHS. KELLY.—-On Mar. 1, at a nursing home, Bangor, to Kathleen (née Knox), wife of Wing Cdr. T. J. Kelly, M.C., M.D., R.A.F. Medical Service, Sarafand, Palestine—a son. THOMAS.—On April 12, at Cranwell, Lincs, to Olive Lee, wife of Sq. Ldr. M. Thomas, D.F.C., A.F.C.—a daughter. WEBB-BOWEN.—On April 16, at 3, Prince Edward’s Mansions, Here- ford Road, to Violet, wife of Air Vice-Marshal T. T. Webb-Bowen, C.B., C.M.G.—a daughter. FORTHCOMING MARRIAGES. ELMHIRST—BLACK.—The engagement is announced between Sq. Ldr. T. W. Elmhirst, A.F.C., R.A.F., son of the Rev. W. H. Elmhirst and Mrs. Elmhirst, of Elmhirst, Barnsley, Yorkshire, and Katharine Gordon, daughter of Mrs. Black and the late William Black, Chapel, Kingskettle, Fife. McENTEGART—PATMORE.—The engagement is announced between Sq. Ldr. Bernard McEntegart, R.A.F., third son of the late William McEntegart and Mrs. McEntegart, of West Derby, Liverpool, and Anne, youngest daughter of Mrs. Patmore. Brae, near Dumfries, Scotland. WILLETTS—WHATLEY.—The engagement is announced between Mr. A. H. Willetts, R.A.F., second son of the late Mr. A. J. Willetts and Mrs. A. J. Willetts, and Nancy Hughes, elder daughter of Mr. and Mrs. W. Hughes Whatley, of Trentham House, Emsworth, Hampshire. ° DEATH. RALLI.—-On April 17, at Ealing, Pandia Antonio, only son of the late Antonio Pandia Ralli and of Hypatia Ralli, 2, Place Montbenon, Lausanne, Switzerland, in his 42nd year. Mr. Ralli, who was of Greek parentage, was educated at the Gymnase Scientifique at Lausanne where he studied mathematics and physics, and took his diploma as an electrical engineer. A friend of Mr. Ralli’s writes :— The death of Mr. P. A. Ralli after a short illness of a few months on Thursday, April 17, has deprived not only the Aircraft Industry but also the Scientific branch of aeronautics in England of one of its leading technical men. Trained originally for electrical work, he was 2 il ae sah, boeetts Se see wag hot) > : 3 PEDo Bi tat) P “ ip SEES eas: : ‘ Rays) : 4 shetessiseitzee * ». sity cst t ' 3 ati 5 | gia Bett oct 7 j + : - ries , Hsieh ' 4 . $ ' se _ GIVES CONSTANT TAUTNESS s Bean Ss « iN Factories :- Hendon (London,NW.9) New York (U.S.A.> Milan (Italy. _—_- ——— ny a master of physics and mathematics and quickly adapted himself to the new science during the War, when he joined the technical staff of the Fairey Aviation Co., Hayes, in 1916. In 1924 he was appointed Head of the Technical Department of that Company, a post which he held until his death. As such he has done most valuable original research affecting the strength and per- formance of high-performance aircraft. His airscrew design and mathematical analyses resulted in a solu- tion of the problems of providing metal airscrews for high-powered racing aircraft. This work did much to enable this country to win the Schneider Trophy back from Italy in 1927. For this and his research work on airscrews he was awarded the Silver Medal of the Royal Aeronautical Society in 1928. He was again successful in his airscrew designs for the 1929 Schneider Trophy Contest. Mr. Ralli was by nature of a retiring disposition but to his friends, his co-workers and his staff he will be remembered by all as one always ready to help, explain or instruct in the many aeronautical problems which continually arise. Many of our present young technical men in aviation owe a very deep debt of gratitude to him for the soundness of the training he so umselfishly gave. As a man his conversational powers on scientific matters were unique, enriched as they were by knowledge gained from the many French, Swiss and German authorities with whom he was acquainted. His arguments were always sound and proved in practice. Although he was thought by some to be dogmatic, one could discern a subtle vein of humour which tempered any mathematical discussions which came his way. His hobbies were few,—the reading of a Continental treatise on some new problem in physics, mathematics or aero- nautics formed his ideal week-end pastime. — WACO = es AEBBSESSSERIO AIRPLANES SSeS Ye &ks= Se Unequalled Value Brilliant Performance and Absolute Dependability ..emake WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO yy ‘ AN ay) Telephones:— a Gerard 2312. Regent 4728 Telegrams & Cables, . “Tetrafree;Piccy,London.— NATIONAL FLYING / NN ey TOURS. THOROUGH AND INEXPENSIVE FLYING INSTRUCTION. AIRCRAFT SALE OR HIRE. AIR TAXI SERVICE. SERVICES ADVISORY SERVICE ON ALL AIR MATTERS. MAINTENANCE. INSURANCE. COUNTRY CLUBS. NATIONAL FLYING SERVICES LITD.. GRAND BUILDINGS, Telephone :—Gerrard 9316 (4 lines). AIR PARKS: TRAFALGAR SQUARE, LONDON, W.C.2. Telegrams :—* Natflying Westrand, London.” LONDON (Hanworth); HULL; READING; LEEDS; NOTTINGHAM,

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APRIL 23, 1930 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; .26 insertions, 18 words, 3/6; 52 insertions. 18 words, 3/-, 2d. per word ater. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. AERODROME CONSTRUCTIONS LTD., 39, Victoria Street, S.W.1. AERODROME CONSULTANTS (officially approved by Air Ministry). Consultants and Contractors for layout and erection of com- plete Aerodromes, Asphalt, Tarmac, Flooring, Roads, etc. Phone and Telegrams: VICTORIA 1707. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. '‘Phene: Regent 5316. ‘Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS REE gic Xf irships COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons THE A[B TREATMENT. Nerves, Insomnia, Obesity, Rheumatism, Gout, Arthritis, Dr, Wilde's Pyretic Baths, Osteopathy. Mr. A. L, BRYAN, late R.F.C.. offers special terms to R.A.F. 14, HALF MOON STREET, PICCADILLY, W.1. Tel.: Grosvenor 1807. The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for the strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, New, fitted with Dominion 26 x 24 heavy tread tyres, and new tubes. Pair with axle, 70s. carriage forward; K.L.G. Plugs F.7, 2s. 3d.; Altimeters, 10s. 6d.; Shock Absorber, 5-8 in., 6d. per yard; Aero bolts, nuts, washers, etc.,, 7lb. bag, 4s. Above postage paid. Send for illustrated list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrationg on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfieet 436 and 437. Telegrams: “ Aviation” Byfleet. AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. The Aeroplane 167 C. Clifford & Son LTD BIRMINGHAM. *“SEA-CLIFF" Trade Mark. Phosphor Bronze ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold. AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. ’Phone: Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W:9. Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 766.) Go by N.FS. ls. a mile; ls. 6d. two passengers. AIRCRAFT FOR SALE. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car inquiries invited for Avian. National Flying Services Ltd. (See page 766). Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd Authorised Moth Agents. Immediate delivery. Unique hire-purchase terms offered. Exchange specialists. Several Mark I Cirrus-Moths for sale, prices from £360.—Reading Aero- drome. Sonning 114. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1l. (Vic toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincain’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Bub- sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. Two practically new Cirrus-Hermes Engines, each having done only 25 hours’ running. Can be seen at Works. Offers invited. Apply Westland Aircraft Works. Yeovil. PATENTS. STANLEY, POPPLEWELL AND FRANCIS Chartered Patent Agents, Jessel Chambers, 88, Chancerv Lane, W.C.2. Telephone, Holborn 6393: Telegrams, ‘‘ Notions, London.” FINANCIAL. Helicoptero—“ Machine of the Future.” Patented in Eng- land, No. 299168. Gentleman desires financial assistance or would sell. Write, in French or Spanish, to Fernande Durret, Calle Santa Rosa N. 1729, Santiago. Chile. S. America. ‘ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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768 FLYING CLOTHING. Flying Clothing and equipment of every description. Buy fom the firm who have been specialists in this since 1918. "Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793 The old firm of Racing, Flying and Motor Clothing Fame, 19 and 27, Carburton Street, Gt. Titchfield Street, London W.1. (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fittmg, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, "Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W D. Lenses), 12s. 6d. (previously listed 42s.). F. W.S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- aplinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pattern, ts. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots, Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. Watinwright’s Flying Equipment.—Wainwright Flying Helmet (Passed by A.M.), Lined Chamois, 22s. 6d. Black or Tan. Guaranteed Fit. Fur trimmed helmets, 12s. 6d., 165s. 6d. White helmets, pique or drill, 12s. 6d. Flat type earphones eomplete, 12s. 6d. Flying mask goggles, clear or anti-dazzle. 12s. 6d. Genuine -R.A.F. Sidcots, 57s. 6d. Chrome Leather fiying coats, 84s. to £8 8s. Flying Pullovers, Zip Fasteners, Knitted collar, cuffs and bottom, Suede finish, 25s., wonder- ful value. Write for Catalogue. Wainwright’s, 300, 302, Ruston Road, London, N.W.1. "Phone Mus. 6280. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad London.” Office. Contractors to the Admiralty, Air Ministry, War Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine auality R.A.F. pattern chrome leather coats. fleece lined 135/’-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar. 60/-. White fiving suits, 21/-. Super quality white or khaki flving suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type. phone pockets. etc., 11/6. Approved Air Ministry pattern helmets. best chrome leather, black or tan. chamois lined. 22/6. All leather fleece lined FLYING HELMETS, 12/6: fur trimmed. fleece lined, 15/- and 22/6: ditto for trimmed. chamois lined, 17/6 and 27/6, perfect ft assured. D.H. phones, all metal, fabric covered, 12/6. Lambswool lined gauntlet gloves. 18/6. Fur backed gauntlets, lambswool lined. 25.-. Single texture silk under-gloves. 2/6. double texture. with gauntlet, 5/’- Sheepskin flying boots. lambswool lined. fitted zip fastener, 60/-: ditto short pattern. 45/-. Meyrowitz Luxor goggles, fitted Triplex. 40/-:; ditto, with lurge curved lenses, 85/-. Featherweight goggles. round or pear shaped, unsplinterable, 7/6. Mask goggles. unsplinterable, tur or fleece lined, 12/6. TRIPLEX goggles, round shape. 15/-, pear shape. 25.-; ditto Aviation mask, 42.°-. Ludies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE. FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sen! on 7 days’ approval, on reccint of cash, or C.O.D., morvey refunded if not satisfied. Full carriage must accompany all orders from abroad. Snecial designs carried out. Trade supplted; write for quotations. D. LEWIS, wr. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. CONE Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. The Aeroplane Avro 504K Spares. APRIL 23, 1930 PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fiy alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—2ls. for 28 days’ membership—low rates for instruction—per‘’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent 'buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only 12 hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. ‘ LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 Is. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition ee two fully qualified expert instructors. No wait Particulars, Hon. Secretary, 22, Villa Road, Hands oa Birmingham. National Flying Services Ltd. (See page 766.) Learn to fly. Fly when you wish. PHILLIPS AND POWIS SCHOOL OF FLYING.—£2 an hour. Trial lesson 11s. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School—Reading Aerodrome, Sonning 114. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. The De Havilland Schoel of Flying, Stag Lane Aerodrome. Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. SITUATIONS VACANT. Ground Engineers Required. Must be experienced and hold British certificates. Applicants must be willing to go abroad, preference given to single men. Write. giving full particulars, to Box 5812, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Pilot.—An opportunity occurs in the Far East for a gentle- man holding the following qualifications to obtain a re- sponsible position. Qualifications required: (I) Experienced pilot “B" Licence. (II) Some knowledge of engineering, (III) Must be willing and able to manage a: office, (IV) Single. All replies will be treated as strictly confidential; therefore applicants should give full particulars when making reply to Box No. 5813, THE AEROPLANE, Cannoh House, Pilgrim Street. E.C.4. SITUATIONS WANTED. B Licence Pilot requires week-end job; experience joy-riding, or aS pilot to private owner. Box No. 5810, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Ground Engineer, C Licence Gipsy-Moth, seeks situation, willing to work anywhere. Box No. 5811, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. TUITION. We offer sound Instruction in Aeroplane Lesign, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our ‘“ Aeronautical Engineering” Booklet. International Correspondence Schools Ltd., 179, International Buildings, Kingsway, W.C.2. Join N.F‘S. MISCELLANEOUS. New main Planes; Cowlings; Under- Send for separate list. Coley carriages; Skids; Tanks, etc. *Phone Ltd., Queen Elizabeth Road, Kingston-on-Thames. 0365. Established business in connection important branch avia- tion wishes contact large financial group view expansion. Principals only. Box 5806, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. For Sale.—Two 162 horse-power Mercedes 6-cylinder Aero Motors, 2 carburetters, 2 magnetos each. Never uncrated. £40 each. Apply Dollard Printinghouse «Dublin) Ltd., Ireland. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set.) Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 23, 1930 The Aeroplane ” ALL THE DIFFERENCE IN THE WORL There is a difference in the performance of the Avro Avian that appeals to expert and amateur pilots with equal force, though not in quite the same way. The sensitive touch of the former discovers qualities which he does not expect to find in a light aeroplane, while the appeal to the latter, if less subtle, 1s no less marked. Added to these highly important characteristics of its performance there 1s an exceptionally sound construction all through the machine, and a beauty of appearance and finish which have not been surpassed. AVE@®O AVIAN Sole concessionaires for England : Other enquiries should be addressed to: A.V. Roe & Co., Ltd., 166 Piccadilly, London, W.1. Works at Newton Heath, park, nr. Hounslow. Hayes 410. Manchester, and Hamble, Southampton. Messrs. Henly’s Limited, Heston Air- KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. pigeey Google

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1’ DOH TETTRTUOEAAOAHIOSRIOMIAMOTAULUELORISLLIELLOSLIMLLUSLUUOLMESOLLORLEOOLIOORIAORIORINORTRONUIOELIOOUVOOUIODLLOGLISLLIGELLSOLISELLONTINERIOGUAOGTORIINNLAONTSOEIVOLISUEISONIVOLIOLIUOEIUONIIORINTIIOTILIOMAIIINLITIINLNTMNLOTIELNLELUE UNTO LIER EL = UUUUUTTLTDEI TATTLE TTT T UT TUTTT The Aeroplane , atcee la Re IMP SS STS rep ERIAL AND INTERNATIONAL COMMUNICATIONS ) ‘> , ry “, Oy Sees Busi 02 clatiasuit hk dato inte a s received af : : A —__m. f # r rote - { \ 7 * } Gis of Words. 2 oe die. eee Pere pen in, Doar hes 2 ee \ : / _—_ t ‘ é ZB iO OP sia est ' s ey hoo TP e teh wy a eg oe ye ange OAs va No aay Coe Po aa ~CR ar ser Pee 2 ‘ e 2 CSLELZES patardcay hth sh cad Ty witty at She prealgetoon of this Coupes “’Trouble-free running” with the hip JUPITER og : His: Mates Une WNte GF Fire Beletans fas carricd oul an ointeresting air four lo Baghdad from AMexandria man dinpertal Atricays DFE. “ Hlereiles”” machite. Tilted wilh three U Bristol” Juptters. The “ Bristol” Jupite Pos gine a designed aid manufactured by THE BRISTOL AEROPLANE COMPANY. LTD.. FILTON See BRISTOL. Printed for AERoNauTICS Lrp.. by Bonner & Co. Lrp., ‘The Chancery Lane Press, Rolls Passage, London, EDITORIAL AND ADVERTISEMENT OFFICES OF * THE AEROPLANE, 4, ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, Telephones Fditorial Gerrard 9407 Advertising Gerrame , gga, 4 Parblishame (Centnal | aga. Puhlished by Arronautics Lip. at} Cannon Eouse, Pilerim: Strect, Ludgate Cireus, B.C.4. en 175 cy MTVVTUVTVUTTARTRNTA NTH ATTRNTRNRUUTAOELNULUTLOLTSIVOLUUOEUOLODTOLSEMIROLOHOLREUIHOEHEICOTORERI OU ETELULUUOn E.C.4; and APRIL 23, 1930 MTUTTHLTUPUUELOUTOUS EVOL LUO LIOURELEVAELORAOLOLOLAEAOUGOICVOLOELOCVOOCANENREVORGLLOGENOTROVAETEVOTUOTTEVILITLAOUECOTELICVOTELOTTOVLIEIIELILU EIA TTT PE MTTTVTTTTTRTRTTTTTTTRTTRTTVTRTTTTTTATEITTTTTETTEETTTET TITTLE CUECC CLEC EEUU LECCE CCU ECOLOGUE CUCUG LCCC CUCU UC UUC LCCC cL CCoCC Ceo MEVIPAPUDDUDERARODUADRADRULDORRUR IRIE D PICCADILLY, LONDON, W.L E.C.4.

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SUPERMARINE TAL MONOPLANE AIR YACHT

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The Aeroplane APRIL 30, 1930 aireraft THE FAIREY AVIATION COMPANY LTD. HAYES «+ MIDDLESEX HIGH PERFORMANCE SERVICE AIRCRAFT + 405 =

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MAIN LIDAR APRIL. SO, 1930. | E, Aeronautical Engineering -OPLANE *.-" Incorporating The Editorial Offices of ‘‘ The Aeroplane” are at 175, Piccadilly, London, W.1. Telegraphic Address: Advertisement Offices: ‘ Ss De Subscription Rates, post free: ; Abroad, 3 months, 8s. 9d.; 6 months, \ U.S.A., 1 Year, $8.50. cre \ ‘** Aileron, London.”’ 175, Piccadilly, London, W.1. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. Home 3 months, 7s. 6d.; 17s. 6d.; Entered as second class matter at the New York Telephone: Gerrard 5407. Telephone: Gerrard 6023. 6 months, 12 months, 35s. 15s.; 12 months, 30s. Canada. 1 Year, $8. (N.Y.) Post Office. ON THE IMPORTANCE OF PORTUGAL.—IV. PROGRESS IN PORTUGAL. The work the Government has done during the past few years is quite remarkable. Although the Nation’s income is limited and the Government has been so wise as to live within its income, quite remarkable progress has_ been made. Roads have been laid round about Lisbon and are being laid all over the country which are quite as good as any we have here, though they are certainly narrower. And, inci- dentally, the chief of the road-making department is one Robinson, an Englishman, who—judging by the results— knows a heap more about road-making than do most of our experts in this country, and is worthy to rank with the able Mr. Bean of Northumberland. There are still many thousands of miles of road to be laid in Portugal, and consequently motoring about the country is something of an adventure. But there are quite enough good roads to give pleasure in between the pain of the bumpy roads. And they do indicate what will happen in the course of the next few years. The railway system of Portugal has been completely re- organised and is now quite as good as anything on the Continent of Europe. That, for some curious reason, is being done by Belgians, backed by Belgian capital. Between Lisbon itself and the seaside resort of Estoril, a matter of 20 miles, there is an electric railway which one says without hesitation is the best in Europe for comfort and efficiency. Also its service starts at 5 o’clock in the morning and runs about every ten minutes till after 2 o’clock the next morn- ing. And that is better than any of our London tubes. It means that the Lisbon people can go and enjoy them- selves at the Casino at Estoril and can come home ‘com- fortably in the small hours of the morning, or contrariwise, people who live at Estoril can spend a pleasant evening in Lisbon and get home without spoiling the party. In which matter the Portuguese are ahead of us. Also Lisbon has a telephone service which is quicker than ours, and much more civil. It, like the roads, is the work of an Englishman, a certain Mr. Pope, whose proudest boast “HE WILL UNTREAD THE STEPS OF DAMNED FLIGHT.” is that he, serving with the Independent Force, R.A.F., in 1918, was able to put General Trenchard, in the East of France, into direct telephonic communication with the Secre- tary of State for Air, Sir William Weir, at the Bolo House, Strand, London,—thanks to the loan from the American Expeditionary Force of telephone boosters which did not. exist elsewhere in Europe. Mr. Pope is now busy auto- matising the Lisbon telephones, and by next year Lisbon will again be ahead of London. Another matter in which the Portuguese, or at any rate the people of Lisbon, are far ahead of us isin their taxi Ser- vice. Instead of our curious cramped little vehicles, the Lisbon taxis are quite luxurious American touring cars And they are all remarkably cheap. But the most remarkable thing about them is the way in which they are driven. In the whole of Lisbon there is hardly a hundred yards of level road, with the exception of the strip along the quay, which is perhaps 300 to 400 yards wide. The rest of Lisbon varies between slopes of about 1 in 30 and lin 5. Up and down these the Lisbon taxis travel at a speed which even the most phlegmatic of London policemen would regard with alarm. And apparently they never have an accident. The way in which the Lisbon taxis are maintained is only equalled by the way in which the Portuguese Military and Naval aeroplanes are maintained. Also the Portuguese Government, or rather the Munici- pality of Lisbon, are remarkable for the fact that, unlike us, they do not issue motor-driving licences to the maimed. the halt and the blind. ‘To get a driving licence in Portugal you have to pass a driving examination which would put out of action at least 50% of the motorists in this country. For the purposes of these examinations the Lisbon authori- ties use a vehicle which one has never seen anywhere else, that is to say, a dual-control taxi. Nowhere else has one seen a motor-car with two. steering wheels and complete . duplicate controls. . The wretched candidate for a'licence is planted in one of these strange vehicles alongside an examining driver, and he is set to do things which would shake the nerve (SHAKSPEARE—King John.) THE PEACE-MAKER.—The “Graf Zeppelin” just rising at Cardington after its visit of good comradeship. —(*‘‘ Aeroplane’ photograph.)

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tat i | The Aeroplane APRIL: 30, 1930 of some quite good drivers in this country. If he is a bad driver he is saved from disaster by the skill of the examiner. And if he satisfies the examiner he is a first-class driver. After having been scared nearly to death by our first and second trip in Lisbon taxis, one was told of this ex- amining process, and thereafter one thoroughly enjoyed the experience of being hurtled down what looked like cliffs and shot up hills and round corners at speeds which, could only be achieved by, extraordinary skill. Having driven motors of various sorts for something well over 30 years, one was: duly imoressed by the skill of the Portuguese. And the skill certainly increases one’s confi- dence in the possibilities of Portugal and its people for avia- tion, as indicating quick physical reactions and good judg- ment of speed and distance. This is all by way of giving readers of this paper, some kind of an insight into the ways and manners of Portugal. Let us again return to the subject of the Lisbon Air Port. THE LISBON AIR-PORT. The existing Air Port is at the Military Aerodrome at Alverca, which has already been described. It is between 18 and 20 miles from Lisbon and by no means can this journey be done in much less than one hour, until such time as the Portuguese Government has practically abolished many miles of narrow street through which at present cars can only proceed at less than a walking pace because they are cumbered by bullock-carts which bring agricultural pro- | ducts in from the country on that side. In any case, the idea of having the capital’s aerodrome 20 miles away from it, is ridiculous. | What the Portuguese want is a combined aerodrome and seaplane station on the North bank of the river as close to Lisbon as it can be got. And that is the proposition to which one would like some of our great engineering con- tractors to direct their attention. It is well worth their while, because some day it is going to be one of the World’s greatest Air-Ports,—just as some day Jaffa, on the coast of Palestine, is going to be one of the World’s greatest oil ports, though it does not look much like it at present. There is any quantity of partly-reclaimed land close up to the City which could be bought at a reasonable price if the deal were made under pressure by the Municivality or Ly the Government. There is a railway which runs all along that side of the river to the docks, but it is not used for passenger service. If an Air Port were built at the right place this railway could be used for the conveyance of passengers and air-line goods from the aerodrome to the city, a matter of perhaps, four or five or six miles,—according to where the aerodrome might be placed. The service could be run by motor-rail coaches. And later on possibly a motor-road might be built alongside the rail- way like the excellent road Mr. Robinson has built out West- ‘ward along the Docks past the “ Quay of the Disinfections.” Both as an engineering proposition and as a commercial proposition, the whole scheme is quite reasonable. British firms have taken many much bigger risks and have made good profits out of them. Given a proper aerodrome of this kind, overland air ser- vices can be maintained with the whole of Europe, and the great overseas air lines, which one has advocated herein- before, can be operated with the least possible trouble and expense. One hopes most sincerely that some of the people with iain sien tye? Dy 9 HB so? oe 4 nisientg Ll, i hathinine ie AS GALLIC CERO ELEMENTARY TRAINING.—A French float-seaplane money, who are now interesting themselves in British avia- tion, will give their serious attention to a proposition which may, .nd almost certainly will, in the end be of the greatest importance to the whole development of British aviation all over the World. , SEAFARING. Though what follows has little to do directly with Avia- tion, it may be found of interest to those readers of this paper who are interested in engineering in general, because of its bearing on Aeronautical Engineering. We went to Lisbon in the Royal Mail Steam Packet Co.’s motor vessel Asturias. When she was built, in 1926, by Harland and Wolff she was the largest and. most powerful motor-vessel in the world, and she is still one of the finest vessels of her size afloat. Hex gross tonnage is 22,500, and she has accommodation for 1,800 passengers and crew. Her engines are two sets of eight-cylinder four-cycle double-acting Diesel engines of the Harland B. and W. type, and they develop 20,000 h.p.—which gives her a speed of about 15 knots. Before embarking, one was warned by certain knowledg- able friends that we should suffer from vibration of the engines and the smell of the crude oil used as fuel. That is one of the objections raised against the use of heavy-oll engines in aircraft. So far as the smell of oil was concerned, it was practically unnoticeable, except at one particular corner of the pro- menade deck, where a ventilator apparently comes up from the enzgine-room, and a downward air current from the deck above brings the smell of the oil into some kind of a swirl onto the deck. Walking round the deck for exercise, with varying speeds of wind in relation to the ship, the smell of the oil was always met at that particular corner, and it varied a little fore and aft according to the air-speed. There was material there for the study of air currents. The vibration was rather another matter. This was quite noticeable, and it was intermittent on a regular period. It was particularly strong when the ship was at anchor at Cherbourg and Coruna and Vigo, where we called. When she was actually going ahead it was much less noticeable. Thanks to cne’s beautiful ignorance of the arrangement of Diesel-engined ships, one was under the impression that when once these enormous compression-ignition engines are started they are kept running until the end of the voyage, and when the ship is calling at a port they are just thrown out of gear, as one throws a car engine out of gear, and are left running. And naturally one assumed that the extra vibration when at anchor was caused by the engines run- ning light without any load. This seemed to be the im- pression of most other veople in the ship. Just before we reached Lisbon, on the fourth day out (it takes four days to reach Lisbon by steam against eight hours by air), cne was allowed, by the kindness of heart of Mr. J. T. Eadie, the Chief Engineer, to go and look at the engines. Mr. Eadie himself explained their chief points, and one owes him a deep debt of gratitude for his patience in enlightening one’s ignorance. One could have spent a week in the engine-room perfectly happily. But one had to absorh as much information as possible in something less than an hour. One then discovered that all this vibration about which one had heard so much (and, incidentally, it is nothing like as bad as people made it out to be) was not caused by the big main engines, but by the separate engines which Grive the dynamos which supply the current for the re- setting forth from the Naval Air Station.at Bom Sucesso, .

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Apri. 30, 1930 The Aeroplane 771 ait59) YS ve a, 4 KA a ole + -|- = FF DIS R wh: 0 S Q & oO 5 QD = > 4 rs : : Napier Reliability ROTORS in NSE Adverse Weather GS) (62) x a oF LB ery 1929 No. 205 Squadron, Royal Air Force, Singapore, car- ried out four long-distance flights during the South West Monsoon, with the object of trying out the weather possi- bilities for flying and the possibilities of maintaining a pre-arranged time table between Calcutta and Singapore in adverse conditions. The aircraft selected for these tests— which were successfully accomplished— were Supermarine flying boats each fitted with two Napier Lion engines. SESS B FOR RELIABILITY © UNDER ALL CONDITIONS PY FIT THE By he : : ld & The finest aero engine in the Wor 2ee r3 D. NAPIER & SON LTD. je" ACTON, LONDON, W3 IN Yas Seas ass Yass Yeas ea Lats ads eos Ne LO LNOL WIS Cz GUE SGA LBR BIE GREG KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. AG YV FAL

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Vi2 frigerators and for the lighting-and for all the accessory gear of the ship, such as winches and derricks and pumps and ventilators and air-compressors and fuel-pumps, and so forth,—all of which are electrically operated. There are four of these engines, each of 800 horse-power, and they are all placed side by side, with: their shafts lengthwise of the ship forward of the main engines. That is to say, there is 3,200 horse-power playing round driving dynam os. These engines, just like the engines of multi- engined aircraft, cannot be made to run. at exactly the same rate of revolution, so at certain periods they all get onto the same stroke at the same moment. Then you get a synchronised vibration made up of each engine’s vibra- tion multiplied by four. The result is that while they ‘are all out of phase with one another you feel no vibration at all for some minutes. Then you feel a slight vibration, which gradually builds till it becomes quite noticeable as the four engines get into step, and then it dies away again as the engines get out of step with one another. There probably is some way of damping out or killing this vibration, or of stopping it from happening at all. But actually, when one knows what it is, it is not worth bothering about. A FINE HOLIDAY. For the benefit of any readers who may be thinking of spending a holiday in Portugal, one can strongly recommend their going by sea. The Asturias in particular is a delight- ful ship. The food is as good as that in any first-class London hotel, and the attendance both in the saloon and in the cabins is excellent. The cabins themselves are very much more comfortable than are the rooms of most decent London hotels. The only criticism one has to make of the ship is ‘the lack of comfort in the main saloon. Practically there is not, or at any rate there was not then, one single really comfortable armchair or settee in the whole place. They all came into line with the theory which one held until quite recently about all classes of public conveyances, from steamships to ‘buses, that the people who design their seating never si$ down. We came back in the Almeda Star, belonging to the Blue Star Line. These “Star” ships are curiosities in their way. Up to the water-line, at any rate coming back from South America, they are full of thousands of tons of frozen meat. And on top of the frozen meat there is accom- modation for about 120 first-class passengers in what are probably the most luxurious cabins ever built. They carry no second or third-class passengers at all. Good as was the accommodation in the Asturias, the Almeda Star is even better, though she is a much smaller ship. Esnecially in the matter of the seating in the main lounge the Blue Star people have got the R.M.S.P. badly beaten. On the other hand, the food in the Almeda Star was not quite as good as in the Asturias. Perhaps the most peculiar thing of all was that, although the ship was carrying tons of fruit from the Canary Islands, or from Madeira, we never struck a piece of ripe fruit all the way from Lisbon to London. Really some of the fruit ought to be put in the engine-room to riven, instead of being kept in the refrigerators. Apart from that, the ship was a sheer delight, —with one mechanical] exception. Somewhere down in the bowels of the ship there is a pump which at irregular intervals mooes like a cow. And it might be mistaken for a distant The Aeroplane Aprit 30, 1930 * fog-horn. As the thing went on night after night in perfectly clear weather one made inquiries, and one found that passengers had continually complained of this par- ticular pump. Then one learned that it was the product of that excel- lent firm J. and G. Weir, of Glasgow. If that regular reader of THE AEROPLANE in the past, the Lord Weir of East- wood, or his brother, Air-Commodore J. G. Weir, who one hopes is still a regular reader of this paper, should come across tnese notes, one hopes that they, separately and severally, will cause inquiry to. be made into the design of that particular form of pump, with the idea of having its vociferousness somewhat decreased in the future. Finally, one would like to put on record the fact that one found the shipping people, that is to say, the people operat- ing the ships. quite keenly interested in flying. They all seemed to regard, as a natural consequence, the shooting of mail-carrying aeroplanes from ships, and the delivery of mail froin aercplanes to ships out at sea. And, unless some alteration happens to the marine mind, one tan see passengers also being delivered by air from Ships, bu in another sense, namely that travelling by air will in due course take all passenger traffic away from the shipping lines if they do not wake up. Although both the Asturias and the Almeda Star are run with the most beautiful efficiency at sea, as soon as they get to their port that utter indifference of the Marine Mind to tinie and spece becomes evident again. Because of fog we had to crawl from Boulogne to the coast, and because of intense traffic, we had to creep slowly up the river to Tilbury. But the process of debarking at Tilbury ‘was heart- breaking. Our baggage had been carefully arranged in alphabetical order on deck for the Customs people. After that it ought to have been put into crates and shot straight overside into the tender and from the tender to the dock and from the dock into the train, and then it would still have been in alphabetical crder at King’s Cross. Instead of that, each individual picce was man-handled along the deck, then it was inan-handlea again down a chute into the tender, and then man-hancled again from the tender to the dock and from the dock te the train. So at King’s Cross it all had to be re-sortea again. As an example of inefficiency and ignorance of organisa- tion it was a quite perfect exhibition. And it wasted an hour or more. Still one will forgive the Marine Mind all that for the sake of the comfort and pleasure of two delightful voyages of four days each at the low price of £10 each wavy. Goop. ADVICE. By way of reciprocation, one offers, free of charge, to all the great shipping companies which run to South America the advice that they get. together and form an air-mail combine... Quick transport of mails and shipping docu- ments to South Armerica means quicker business and ‘more business for ‘British firms. And more business for British firms means niore transport and more profit for the ship- ping lines. Yhe ancestors of those who are running those ines took a gamble on iron ships, and on steam, and on oil fuel, and more lately on Diesel engines. Let us see whether the men of to-day have the pluck to take a gamble on air. transport as a way of increasing their own fortunes.—c. G. G. ADVANCED TRAINING.—A group of Portuguese Army Officers at Alverca, with an antique Bréguct) :

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Apait 30,' 1930. The Aero p lane 173 NOTABLE HERMES FLIGHTS Ni HUM, ora) Lab « 3, a 5 a “ ; i iA ‘i ENGLAND! TO AUSTRALIA — HERMES DESOUTTER CABIN MONOPLANE. NEW YORK TO WINNIPEG HERMES WIDGEON MONOPLANE- LIGHT PLANE TOUR OF EUROPE, 1929—FASTEST TIME—HERMES R.K.25. oO — RACING SUCCESSES, SEASON § 19350. BERKS, BUCKS & OXON MEETING, 12.4.30—MEMBERS’ RACE, WON BY FLYING OFFICER H. H. LEECH, IN A HERMES AVIAN. | HULL MEETING, 19.4.30.—SIR ARTHUR ATKINSON CHALLENGE TROPHY, WON BY MR. S. A. THORN, IN A> HERMES AVIAN. v “Practically every great flight in the history of Light Aeroplanes has been performed with an engine of CIRRUS make.”—« riigh,”:March 28th. 1930. Oo CIRRUS AERO-ENGINES, Ltd, | — Regent House, — | oc 89, KINGSWAY, LONDON, W.C.2. Telegrams: - OCIRRUSO, LONDON. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING’ WITH ADVERTISERS:

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774 THE “GRAF Dr. ECKENER IN ENGLAND. Dr. Hugo Eckener, the head of the great German Zeppelin Company and Technical Director of the Goodyear-Zeppelin Co., in the United States, arrived in England on Apr. 23 by Steamship from America and during his short stay was the guest of the Royal Aeronautical Society. On Apr. 24 he was received by His Royal Highness the Duke of York, in his capacity as Patron of the Royal Aero- nautical Society, at his residence at 145, Piccadilly. Dr. Eckener was accompanied by Colonel the Master of Sempill. Dr. Eckener had the honour of giving His Royal Highness an account of the Graf Zeppelin’s recent World cruise, in which he commanded the ship. Later in the day Dr. Eckener was received by the Lord Mayor at the Mansion House and in the evening he broad- cast a short address on the Graf Zeppelin. He was enter- tained to dinner by Colonel Sempill and several of the air- Ship specialists in this country. On Apr. 25 one had the pleasure of a short interview with Dr. Eckener, in which, incidentally, he was very compli- mentary to THE AEROPLANE. Dr. Eckener said that the greatest of all problems now to be solved by designers, constructors and operators of air- ships was the handling of airships on or near the ground. He said that the mobile stub-mast which has been used suc- cessfully by the U.S. Naval airship’ people at Lakehurst, seems to be very promising, but he does not regard it as the final solution of the problem. He said that the Zeppelin Company themselves at Fried- richshafen had hitherto paid practically no attention to the problems of ground handling because they had directed all their energies and intelligence towards proving and im- proving the airworthiness of their ships. With his usual Jogic Dr. Eckener said that there was no good bothering about handling an airship on the ground until they had proved that it was a commercial proposition for air trans- port. Now, he said, they had proved that instead of the airship being the plaything of storms the airship could itself play with storms, either by going round them or over them or, under certain circumstances, through them. Having proved the capabilities of the ships they were now investigating the ground problems. The chief of these was the question of the best way of making the tail of the ship follow the nose when being towed into a shed by the mobile stub-mast. Some of the airship veopnle in America seemed to think that the best way was to have the tail of the ship about 1,000 lbs. heavy, resting on a truck which would follow the movements of the stub-mast. This, he said, presented two possibilities of trouble. One was that if the mast towed the ship and the truck under the tail it would put severe strains:on the framework of the shiv. On the other hand; if the truck was itself an automobile, there would be still further possibilities of dam- age through mistakes in the driving of the tail-truck. 5 Ws The Aeroplane APRIL 30, 1930 —_ ZEPPELIN” ’S VISIT. On the other hand, if the tail had no support when fol- lowing tne mast there would be the possibility of its bump- ing on the ground, and if it were anchored to an auto- mobile truck but left light so that it had a tendency to lift trom the truck, there was still a possibility o1 damaging it. Also there were various questions of the best way of get- ting a big shiv into and out-°of sheds in a side-wind,—te avold even minor damage such as that which was done to R.100 at Cardington the other day. Various experiments were being tried in the States, he said, and presumably would be tried in Germany, in con- trolling ships into sheds by means of «guy-ropes attached to automobiles on the windward side. Dr. Eckener made the interesting statement, which is obviously true when one comes to think of it, that the bigger the ship the easier it is to handle on the ground because it is less affected by ordinary variations in gusts of wind. Another of the problems which Dr. Eckener has been in- vestigating is the best placing of airship stations. He said that they have practically no trouble about wind at Fried- richshafen because the wind is always either up or down the Lake. From the South they are protected by the Alps from strong winds and from the North they are protected by tree-clad hills. He remarked that trees were the best protec- tion against strong winds because they slow the surface wind down better than anything else. He said that he had investigated several good places in America where an airship station could be built in a kind of bowl surrounded by tree-clad hills with gentle slopes so that there would never be a really strong wind on the ground and there would he no actual down-currents,—such as are caused by cliffs or very steep hill-sides. Dr. Eckener expressed his satisfaction with the progress which is being made by the Goodyear Zeppelin Co. in the States with the two 6,500,000 cubic foot shivs which are now being built. He said that several of the rings and girders are already in position and that they hoped to have the ships out about the middle of next year. The size of these ships may be gauged from the fact that our two ships are of 5,000,000 cubic feet. Concerning his visit to the States and to England Dr. Eckener remarked humorously that he had come to the conclu- sion that when a man attained to a certain amount of suc- cess and publicity what he needed most was a strong stomach rather than a good head. Certainly one can com- pliment him on the vossession of both, for considering the amount of banqueting and lunching that he has had Dr. Eckener looks amazingly well,—and a good ten years younger than his age. And so far as his head is concerned, the immense success which the Zeppelin Company has achieved through his combined ability as an engineer and as a diplo- matist and as a business man is quite enough evidence. So, after compliments, one left Dr. Eckener with the pros- pects before him of lunching at the German Embassy and dining with Lord Thomson.—c. G. G. 4 ewer, EBLE RT OE NOE any Go STOTT EY FLINT OUR TY ¥ DOG-IN-THE-MANGER.—Our Capitalist Airship, which came out of its kennel in such a hurry to grab our only mooring-mast before the Zeppelin arrived that it caught its tail in the door. The “ Graf Zeppelin” is seen approaching. —(" Aeroplane’ photograph.)

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F we tT . AVY. 7 NAVA wR ae Fo ne v.- Ns SNES ee, Aprit 30, 1930 The Aeroplane GN eg Rae SN A OMELET BI =e 3 3 Ray . 7 Z os ll = IN ‘ust over 4 years seven -Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi- mately Il 296 hours. They. have carried over 80,000 passengers; they have crossed the Channel. approximately 4,200 times. The Argosies: are the safest, best _ paying and most easily..maintained air liners in existence. "ARGO AIR LINERS SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. ‘Works and Aerodrome* Whitley, Coventry. London: 10, Old Bond Street, W.). aoe : - er 0 a t- KINDLY MENTION “THE AEROPLANE” WHEN ‘CORRESPONDING ‘WITH ADVERTISERS. ' - 715

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776 The Aeroplane Apri, 30, 1930 At the dinner given in his honour at the Athenzum bv Col. the Master of Sempill, President of the Royal Aeronautical Society, Dr. Eckener spoke at some length on the future development of the airship. He gave a vivid description of the difficulties and uncertainties of his first trip round the World. He said that much of the country over Siberia and China is for a}l practical purposes uncharted. He was compelled to rely on guide books and uncertain maps with the result that mountain ranges which were stated to be 1,000 to 1,500 metres high were found to be some 2,000 metres. The heavily loaded condition of the Grafs Zeppelin did not allow her to rise above 1,500-1,800 metres over the European and Asiatic part of the route. and ultimately she crossed through @® pass at 1,800 metres, the peaks on each side towering 300-400 metres above the ship. One of the very remarkable points in Dr. Eckener’s address was his description of the way he decided to make use of a tornado which Was moving Eastwards. He first heard of the tornado when crossing Asia. Till then the airship had been using only four engines, but five were brought into use and Dr. Eckener ordered full speed ahead to catch up the typhoon. Behind it, as he explained, there would be a favourable wind. As a result of keeping in touch with the typhoon the Graf Zeppelin crossed the Pacific to San Francisco at a record speed. As he.-vividly put the problem ‘‘ Typhoons are not comfortable things but we don’t let them play with us. We play with them!’”’ rm Dr. Eckener divided the problems which had got to be Solved to place airships on a firm commercial basis into three. The first was the necessity for the use of helium. With an experi- enced crew there was not the slighest danger from the use of hydrogen, but the time was rapidly coming when there would be Many airships, and the crews would not have the necessary experi- ence to ensure that complete regard for safety which was so necessary. Practically all the helium supplies came from the United States, but he thought as a result of his recent visit there that the problem of an ample supply of the gas would be solved. He had no doubt, indeed, that all future airships would be using helium and not hydrogen. Airships were an international problem and the whole organisation of airship traffic must be based on that conception. The second problem was that of suitable airports. These must be chosen not only for the general suitability of their positions for traffic, but so that there was a prevailing wind during most of the vear, so that these ships could be taken into their hangars without the difficulty to be faced of a cross wind. He appreciated the experi- ments which were being made with mooring masts, but he still believed that the suitable chofce of airports was vital. ' The third problem was the mechanisation of handling airships on the ground. He saw no possibility in the near future of trans-oceanic traffic for heavier-than-air craft, but every possibility for the airship. There were present at the dinner:—Col. the Master of Sempill, H.E. the German Ambassador, Herr Dieckhoff, Admiral of the Fleet Sir Charles Madden, Air Vice-Marshal Sir Sefton Brancker, Sir Godfrey Thomas, Rear-Admiral Basil Brooke, Lt.-Col. V. C. Richmond, Wing Cmdr. T. R. Cave-Browne-Cave, Flt. Lt. Nixon, Mr. B. N. Wallis, Lt.-Col. M. O’Gorman, Dr. Gerald Merton, Lt.-Col. N. G. Thwaites, Mr. G. H. Thompson, Mr. David Boyle, Capt. J. Laurence Pritchard. The Lord Thomson, Secretary of State for Air, gave a private dinner at the Ritz Hotel on Apr. 25 to Dr. Eckener. The following guests were also present :— Mr. F. Montague, M.P., Under-Secretary for Air; Air Chief Marshal Sir John Salmond, Chief of the Air Staff; Air Marshal Sir John Higgins, Air Member for Supply and Research: Air Vice-Marshal T. I. Webb-Bowen, Air Member for Personnel; Commander Sir Dennistoun Burney; Air Vice-Marshal Sir Sefton Brancker, Director of Civil Aviation; Wing Commander R. B. B. Colmore, Director of Airship Development; Lieut.-Col. V. C. Richmond, Assistant Director for Air- ship Design; Lieut.-Col. M. O'Gorman; Col. The Master of Sempill; Fit. Lt. S. Nixon, Assistant Director of Airship Organisation: and Mr. is ae Bullock, Principal Private Secretary to the Secretary of State or Air. THE LANDING OF THE “ GRAF ZEPPELIN.” The landing and departure of D-LZ127, the Graf Zeppelin, was an eyeopener to those who had seen the slow and laborious mooring of R.100 and R.101 at .Cardington. From the time the ship appeared on the horizon to the lowering _of the steps for the passengers to alight was only a quarter of an hour. And ten minutes sufficed from the raising of the steps to the disappearance of the airship in the dis- lance. In sight for one hour.- On the ground with the gangway lowered thirty-five minutes! _ . On April 26 at 17.00 hours the ship came into sight at about 700 ft. probably because of low clouds and rain showers. She made a wide sweep round the South and East of the ground, descending to about fifty feet. as she crossed the railway line and approached the lee of the Airship Sheds. About 300 yards from the landing point the wing engines were reversed full speed astern, and the central engine aft was kept running forward to keep a slipstream on the control surfaces. This brought the ship to rest in her own length and at the same time she came down to about twenty feet, probably because of reduced dynamic lift. When stationary three handling lines were lowered from the nose, a number of men seized the hand-rails of the control-car and aft gondola, and the Graf Zeppelin made an absolutely perfect landing. It was so quick, smooth and certain as to be almost unbelievable. The *~vearance of the Graf Zeppelin is well known to readers L. THE AEROPLANE. She is 48 ft. longer than R 101 but, being 31 ft. smaller in diameter, has 1,300,000 cub. ft. less capacity. The general impression is, however, that the Graf Zeppelin looks larger than the 5,000,000 cub. ft. British Ships. She also appears to be faster and easier to manceuvre. The entrance to the control cabin and passenger come- partment is on the starboard side. Folding steps and hand- rails are carried. The navigating cabins and galley are forward of the entrance, the passenger accommodation is aft, and, judging from external appearance, somewhat cramped. Pe ee ar We THE ZEPPELIN Ss’ AMERICAN HOME.—The great shed of the Goodyear-Zeppelin Corporation at Akron, Ohio. The first rings of the two new Zeppelins inay be seen an the floor, although the other end of the shed was not { yet finished.

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. Aprit 30, 193@- The Aeroplane World -Wide Dominance ARMSTRONG SIDDELEY AERO ENGINES is shown by the. following list of countries where they are in use: AUSTRALIA uses Genet, ‘Genet Major, Mongoose, Lynx, Jaguar. NEW ZEALAND uses Jaguar. CANADA uses Genet, Genet Major, Lynx, Mongoose, jaguar. SOUTH AFRICA uses Genet, Genet Major, Lynx, Jaguar. INDIA uses Jaguar, Genet Major. | IRELAND uses Genet. EGYPT uses: Jaguar, Genet Major. a Nine, FRANCE uses Genet, Genet . Major, Lynx. GERMANY uses Genet, ace Jaguar. BELGIUM uses Lynx. SPAIN uses Lynx. HOLLAND uses Mongoose, Lynx, Jaguar. SWEDEN uses Mongoose, Lynx, Jaguar, Leopard. AMERICA uses Genet, Genet Major, Jaguar. ARGENTINE uses Mongoose. BRAZIL uses Lynx. CHILE uses Lynx. ! ESTHONIA uses Genet Major, ' Lynx. LATVIA uses i Jaguar. JAPAN uses Mongoose, Lynx, Jaguar, Leopard. DUTCH EAST INDIES uses Lynx. IRAQ uses Jaguar. MALTA uses Jaguar. DENMARK uses Lynx, Jaguar. ITALY uses Lynx. RUSSIA uses Jaguar. POLAND uses Genet. GREECE uses Lynx, Jaguar. SWITZERLAND uses Lynx. ROUMANIA uses Jaguar. SIAM uses Lynx. SINGAPORE uses Genet Major. ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ‘ENGLAND, and 10, Old Bond Street, London, W.1. KNOWN AND FLOWN ALL OVER THE WORLD. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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d 778 The Aeroplane APRIL 30, 1930 There is a hatchway behind the passenger compart- ment, just below the electric light generator, which gives access to the crew’s quarters. This electric light engine is a _ six-cylinder engine of apparently about 20 h.p. and presumably runs on hydrogen fuel. It appeared to be very noisy and possibly causes the passengers some discomfort. The engine cars appear to be of normal type with ladders for access while in the air. They are fairly close to the hull and some pulsation of the fabric is noticeable. There is a “dew-drop” in the nose of the ship, but I was given to understand that the ship is not strong enough to ride out a gale of wind when moored to a mast. There is no provision for disembarking at a mooring mast. _ The spectacle of the first voluntary landing of a Zeppelin in England was a great draw, and the spectators numbered many thousands, in spite of the rival claims of the Cup Final at Wembley. All the car parks were overflowing, and the roadsides were full of cars parked, with resulting congestion of the narrow road, for two or three miles. Just as the airship came to rest the spectators broke through the few police in charge of the ground and rushed across to the ship. But ropes were available and the crowd was kept in check a few yards on either side of her. The passengers were landed and met with the usual examination by the Customs officials. Rain was falling slightly, and the luggage had to be put on the wet grass. But it was‘not so bad as Dover Pier on a wet day. The departure was as simple as the landing, the ropes were released and the engines started, all except the upper starboard engine, which had to be pulled over compression by a gallant fellow who stood out on the tail of the crank- case and worked the propeller over with one hand, while holding on by the other. The ship disappeared quickly over the hills to the South, and there was not the usual (to us) dodging of water ballast. The method of obtaining this clean get-away was interesting to watch. Soon after landing, when the handling-crew were all arranged holding the rail, water ballast was discharged quietly for some minutes from just aft of the middle of the Ship. This of course made the ship light and ready to rise. She rose about a hundred feet, the engines were opened out, and she continued to rise by dynamic lift as she gathered speed. The whole performance was as quick as the landing of passengers from a ferry-boat, a very great contrast to the slow laborious method of mooring one of our airships at the mast, which always takes considerably over half an hour with three hawsers and steam winches, and makes one ask whether it is not better to have experience than | much complicated machinery. The complicated and costly machinery or elliptical airship- boats suggested by Sir D. Burney in his book “ The World. the Air and the Future” seem unnecessarily slow and Ra MENU TA, Wr ASS OO awkward when a real airship appears, lands, waits half an hour and departs, in an hour from the time it is first seen to when it disappears again, and poor R.100 rides at the mast nearbye with a broken tail—L. HOWARD FLANDERS. {At the same time in justice to our own shivs, we must note that the Zeppelin landed in a perfectly equable tem- perature and a dead steady wind. There were no heat- bumps to make her surge and no gusts to drive her back and forth. In the sort of wind in which mooring-masts are useful the Zeppelin could not have been man-handled at all on such open country.—ED.] THE HOMEWARD VOYAGE. When the Graf Zeppelin left Cardington she carried as passengers Colonel the Master of Sempill and Mrs. Sempill; Air Commodore and Mrs. J. G. Weir; Dr. and Frau Solmssen; Miss Carstairs; Miss Jenkins; Sir Sefton Brancker; Wing Commander E. L. Gossage, British Air Attaché in Berlin; Commander H. Campbell, Equerry to the Duke of York; Mr. David Boyle, of the Cunard Comvany; Mr. Campbell Begg, a well-known New Zealand surgeon; Lieut.-Colonel V. C. Richmond, designer of the R.101; Sq. Ldr. Rope; Mr. Herman Volk; and four Germans who had come over in the ship. Four members of the crew were left behind at Card- ington, partly tc make room for passengers and partly be- cause they wanted a holiday in London. Besides these twenty passengers the Zeppelin carried a crew of forty-five, Mr. Herman Volk, who incidentally is a pioneer of British Aviation, and built some of our biggest flying-boats, called on THE AEROPLANE On Tuesday morning and gave us a brief Gescription of the voyage. After leaving Cardington in the rain the ship ran into fine weather and cruised over London at a height of a few hundred feet. Thence she followed the Thames and the north coast of Kent to the North Foreland and thence crossed the Channel to Ostende, arriving over Brussels just about dark. The passengers were given a dinner on board the ship which would have been a credit to any first-class restau- rant, and the wines, very properly, were of peculiar,.excel- lence. Captain Eckener presided at one table and Captain Lehmann at the other, exactly as in an ocean liner. The two-berth cabins in the ship are as comfortable as those in any liner and the lavatories are equipped with constant hot water. As the cabins are outside the hull the _ windows can be opened, and one has none of that over- coming feeling of being trapped and confined that one has in both our airships. Everybody got up at dawn, to find themselves near the head of the Rhine. They were then taken for a trip along Lake Constance and back over the Austrian and Swiss Alps, dodging along passes with the higher peaks far above them. All this was in bright sunny weather and was an experience not to be forgotten. They arrived at Friedrichshafen at 06.45 hrs. The landing was an exhibition of perfect organisation. AT AKRON.—The new Zeppelin Shed, with its curious pivotting doors, in process of building. The number of cars parked in front is interesting. The mounds at the other side do not represent the graves of workmen killed through falling off the shed, in spite of the cost of American hustle.

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ee SS — — Apri 30, 1930 The Aeroplane i ~~“ALL-METAL LINCOCK SINGLE-SEATER FIGHTER AND ADVANCED TRAINING MACHINE ALTERNATIVE POWER UNITS Supercharged Lynx IV. 215 h.p. Lynx IV. 220h.p.Geared Lynx VI. 250 h.p. Lynx Major. E _ Normal military load. 24-3 hrs. duration. Remarkably. igh performance in relation to comparatively low power ee Exceptional manoeuvrability owing to compact weight me. distribution and well-balanced controls. Very durable |} ———— onstruction. Economical torun,and easy to maintain. | 657, | SPA London Office: AMBERLEY HOUSE, a, NORFOLK ST, STRAND,W.C.2. Sua rina eget Se earl batt \ “Telephones. brough /2i(slines)Temple Bar 7622 Agency 2 Se lizatione ions invites. Telegrams, Propelors, Brough. Blackaerg strand London. THE BLACKBURN AEROPLANE % AND MOTOR COMPANY LIMITED, = Head OFfices € Works: BROUGH, EAST YORKSHIRE. ff Tee Tey, — KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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780 The regular landing-place is in a kind of bowl and is so small that, as Col. Sempill said, one would hardly care to put a Moth down there. As the ship approached the ground froups of men converged towards it from the sides of the aerodrome. At a given height handling ropes were dropped, with hardly a metre to spare. The groups of men opened out, and disclosed the fact that each group carried a pulley to which was attached five or six lines. The men holding these lines spread themselves out fan-wise, others of the group picked uv the handling line and rove it through the pulley and so the group with the pulley became a kind of mobile anchorage against which the men holding the other line were able to haul the ship down, instead of having to valve out gas. When the various handling lines were secured the ship was Walked towards the shed and at the entrance to the shed the pulleys were attached to small cars running on rails. These were then pushed into the shed and the ship was berthed with no more trouble than running a train alongside a platform. The officers saluted and the passengers went ashore. A few minutes afterwards the officers, in plain clothes, came out with their suitcases, joined their wives or other rela- tives who were waiting for them with cars outside, and drove away with no more fuss than any ordinary ship’s officer going off duty. The passengers were taken to the Friedrichshafen hotel, where they had breakfast. Then the men of the party were taken across the Lake to the Dornier Works by motor-boat, where they saw two new DoXs being built and a number of Dornier Wals being transformed from passenger craft into war machines for the Soviet Government by fitting gun- rings and bombk-gear. On returning to Friedrichshafen the party were taken in Maybach 100 h.p saloon cars of the most luxurious type for a. trip through the Black Forest. In the evening they were entertained to dinner by Dr. Eckener. On Monday morning they were driven to Baden-Baden by their kindly hosts and there joined the Mittel-Europa Express for the Hook of Holland, whence they arrived in London on Tues- day morning. ‘ THE WEMBLEY INCIDENT. The flying of the Graf Zeppelin over the Wembley Stadium during the Association Cup Final on Saturday was a regrettable incident, caused by a misunderstanding for which nobody was particularly responsible. Naturally our good friends in the Zeppelin had no idea that they were about to fly over the Stadium while the game was actually in progress. Despite the importance which is attached to Association Football by certain sections of the populace in this country, the German papers do not publish the exact hours of the more important Association matches in this country. Con- sequently, Captain Lehmann and his crew had no idea whether they were going over the Stadium before the match or at half-time, or after the match. Their sole desire was to demonstrate the handiness of airships to a vast concourse of people. And they certainly did all that. The mistake really arose because those people in this country who had arranged the programme of the Zeppelin had no idea that the ship would be demonstrated at such close quarters. And quite possibly they do not realise that Association Football is not a game but a cross between a religion and a trade,—with neither of which institutions one may lightly interfere in this country. . They expected the Zeppelin to cruise round at a height of probably 2,000 feet and not to cross the stands at 20 feet. That was all.c. G. G. THE R.100. While the R.100 was being walked out of her shed at Cardington on Avr. 24 a sudden change of wind caused the outside edge of the starboard elevator to scrape against the side of the shed. The shiv was taken to the mast and moored, presumably because doing so was less dangerous than trying to nut her back into the shed. After revairs have been made R.100 will make some trial SATE 5 ata VN at a ite The Aeroplane APRIL 30, 1930 flights of 12 hours’ duration before preparing her for a flight to Canada and back in May. No passengers will be carried’ on the outward journey to Canada as the prevailing winds will be contrary, but pos- sibly a few passengers may be carried on the return flight when favourable winds and a more direct route will reduce the weight of fuel necessary. Post Office engineers are laying a land line between Cardington and the wireless station at Rugby for direct communication, particularly for the transmission of weather maps, between Cardington and the airship during her Canadian flight. MOORING MASTS. In the House of Commons on Apr. 16, in reply to a ques- tion by Mr. Louis Smith, the Under-Secretary of State for Air said that four mooring masts had been erected for the express purpose of mooring R.100 and R.101. They were situated, respectively, in this country at Cardington; in Egypt on the Suez Canal, 24 miles from Ismailia; in India, 10 miles from Karachi; and in Canada, at St. Hubert, four miles from Montreal. No further masts were being con- structed in Canada. THE AIRSHIPS. In the House of Commons on April 9, Sir G. Penny asked the Under-Secretary of State for Air whether any useful data had been obtained from the flights of the R.100 and the R.101: and to what purpose these vessels would now be put. Mr. Montague circulated the following reply :— The answer to the first part of the question is in the affirmative. It is difficult within the space of a Parliamentary answer to enumerate the data established by the flights. Some information upon this sub- ject, as well as upon that referred to in the second part of the ques- tion, regarding the future use of the airships, was given in my, Noble Friend’s Memorandum accompanying the Air Estimates, pages 6 and 7, as well as in my remarks upon this subject during the intro- duction of the Air Estimates on Mar. 18. To what was then said I need only add that the two airships, essentially experimental in their nature, were built with a primary regard for safety and in con- formity with a stringent set of airworthiness requirements. In this respect the design has fully come up to all expectations, and both airships have attained or exceeded the performance predicted for them on the basis of model experiments. The preliminary trials are now complete, and both airships have shown themselves to be thoroughly stable and easy to control. The experience has taught us how to de- sign a safe airship, and we have also learned that it is possible to achieve a reasonable degree of passenger comfort without undue cost in weight. . FRESH *FLEET FUNCTIONS. According to what ought to be a good authority, qur Aircraft Carriers have now been fitted with machinery whick drives them impartially backwards or forwards. The ad- vantage of this feature is that the take-off of sluggardly aircraft may be expedited by reversing the main ship en- gines all of a sudden, thus leaving the aircraft suspended on their slots in mid-air with no alternative other than to cleave the air without Naval support. : Similarly, aircraft may be sent off from either end of the deck. And, with the advent, in the not so far distant future, of the aeroplane which will fly backwards or -for- wards, the Fleet Air Arm will be in a position to confuse and confound the most lawless of navigators of sea and sky. The expression “ blunt end,” which was once the infallible explanation of the ways of ships, is now no longer used in the best Fleet Air Arm circles. The two sharp ends of our latest Aircraft Carriers, as illustrated by the aforesaid authority, are most confusing. TWENTY YEARS AFTER April 28 was-the Twentieth Anniversary of M. Louis ‘Paulhan’s flight from London to Manchester by which he won The Daily Mail’s £10,000 prize. The feat then was worth an enormous prize, to-day private owners tour Europe in their own machines, and any business man can charter an air-taxi to fly him between London and: Manchester or any other places that circumstances dictate. PEACEFUL PENETRATION.—The “Graf Zeppelin” just on the point of doing one of Captain Fleming’s wonderful “ pancake” landings.

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APRIL 30, 1930 7 The Aeroplane , — 7181 Operators and private owners are now reconditioning their machines for the for:hcoming season. They want the best protection for fabric that they can get. Whether you dope in the open-air dope shop or unheated factory room, you will give them the best, if you use Cellon Special Cellon Doping Schemes are available for doping in the open air or under adverse conditions. Full particulars on application. Cerric Cellulose Lacquers CELLON | LTD °5 Comney: with D. i ie D. -Upper Ham Road pecifications for metal i KINGSTON - ON:- THAMES. parts, cockpits, pro- Pate | : (Contractors toH.M.& For eign Governments pellers. Particulars OR , ’ Telephone: Kingston 6061 (5 lames). SS : : application. Telegrams : ‘‘AJAWB, Phone, 1 ings. on-on = f Thanies.”’ ~ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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(82 The Aeroplane THE AIR LEAGUE’S COMING-OF-AGE. The Air League of the British Empire will celebrate its coming-of-age by giving a dinner and dance at the May Fair Hotel, Berkeley Street, W.1, on May 7, at 7.15 for 7.45 p.m. The Chair will be taken by Sir Alan Anderson, Vice-Presi- dent of the League. — The speakers will include Sir Samuel Hoare, Sq. Ldr. the Hon. F. E. Guest, Lt.-Col. J. T. C. Moore-Brabazon, and Mr. P. J. H. Hannon, M.P. The Hon. Lady Bailey wil receive the guests. The Committee hope that the Duchess of Bedford and her pilots will also be present. Application for tickets (30s. dinner and dance or £1 dinner only) should be made to the Dinner-Dance Com- ae Air League, Astor House, Aldwych, W.C.2 (Chancery 7258). THE BANQUET TO LORD AND LADY WAKEFI1ELD. The Royal Aeronautical Society, the Royal Aero Club, the Air League of the British Empire, and the Society of British Aircraft Constructors will give a Banquet followed by a Dance in honour of Lord and Lady Wakefield of Hythe at the Savoy Hotel, London, W.C.2, on Thursday, May 15, at 19.30 hrs. for 20.00 hrs. Brig.-Gen. the Duke of Atholl, K.T., G.C.V.O., D.S.O., President of the Royal Aero Club, will preside. Those who intend to go to this banquet and did not apply for tickets to the Royal Aero Club, 3, Clifford Street, W.1, when the first an- nouncement of this function appeared in THE AEROPLANE last week, are reminded that only a fortnight remains before the date and that early application for tickets is essential. Members are reminded that they may be accompanied by guests. THE KING’S CUP RACE. The Royal Aero Club has issued a first schedule of sup- plementary regulations to govern the race for the King’s Cup on July 5. The starting time is not yet announced but the race will start and end at Hanworth. The organisa- tion is in charge of the Royal Aero Club and will be under the regulations of the F.A.I. As usual the entries must be all-British (both pilot and aeroplane) and the entrant must be an individual and not a company. A new regulation is included which should have an im- portant effect towards keeping the race on the footing origin- ally intended; and that excludes any but bona-fide civil aircraft. In other words the competing aeroplanes must have been designed and constructed for civil purposes, and ex-war machines will, in consequence, no longer be eligible. The entry fee is £5 for entries received not later than 17.00 hours on Friday, June 6, but late entries may be ac- cepted up until noon on the following Friday for an entrance fee of £10. The entrant is responsible for the accuracy of all particulars supplied by him to the Aero Club relating to his aircraft and engine. The Certificate of Airworthiness must be produced at least one week before the date of the race, and the regulations also State that the aircraft must have an engine which is classified as belonging to the normal category of engines, which means, presumably, a production model not unduly altered for racing. Subject to any concession which the Air Ministry may make for the race all the usual Air Navigation Regulations will be observed. The course is about 750 miles, and consists of the follow- ing stages :— Miles London (Hanworth Park) Start Hamble (Turning point) 563 Bristol (Control) ote Per 663 Castle Bromwich (Turning noint) 834 Hooton Park (Turning point) .. af - 723 Manchester (Control) ; rs a4 one 253 Woodford (Turning point) - ai bs 133 Sherburn (Turning point) é ae — 493 Newcastle (Control) Pee a - = 913 Hull (Control) sae 109 Leicester (Turning point) 913 Hanworth Park (Finish) 893 Total . .. 749 Aircraft will, as usual, be handicanved for the complete circuit according to estimated performances, with a mini- mum sveed for handicap purvoses of 80 m.v.h. The last re- striction is a new one, and will eliminate machines of less than practical cross-country powers. Considering that the race will be flown at full throttle 80 m.v.h. is quite low enough. The first prize will be, of course, the King’s Cup, and a second prize of £500 has been vrovided by the Rt. Hon. Lord Wakefield of Hythe. A special cash prize will be given to the aircraft giving APRIL 30, 1930 the best performance during the race as calculated according to the. formula K a/ B.H.P. XN S2 V is the handicapped speed in m.p.h. and K a constant of 290. B.H.P. is the horsepower at maximum permissible r.p.m. of the “Type” engine. S is the “equivalent wing span” of the aircraft in feet. The equivalent wing span of biplanes is 1.265 times the span, and for sesquiplanes it is found by adding the greater span to .265 times the square of the lesser. THE RETURN OF “THE SPIDER.” On the evening of Apr. 21 Her Grace the Duchess of Bed- ford together with Mr. C. D. Barnard and Mr. Robert Little, in Her Grace’s monoplane, The Spider, arrived at Palapye Road, Bechuanaland, on their way back to Croydon. AS reported in THE AEROPLANE for Apr. 23 The Spider left Mait- land Aerodrome, Cape Town, on the return journey, on Apr. 21. ‘On Apr. 22 The Spider reached Broken Hill, Northern Rhodesia. On Aor. 24 it left Dodoma for Juba, which was reached the evening of the same day. The following day it resumed its flight and reached Khartum on the afternoon of the same day. According to Mr. C. D. Barnard’s special telegram to The Daily Express, disaster nearly overtook The Spider when the exhaust-pipe inside the muffle for heating the cabin burned away and allowed the exhaust gases to enter the cockpit. Mr. Barnard also said that The Spider was forced to land twice on Apr. 24, the first time because a gauge showed the engine to be losing oil. Investigation proved the gauge to be incorrect. The second time a terrific thunderstorm forced The Spider down at Numili, on the borders of the Sudan. The Spider reached Heliovolis from Khartum on the even- ing of Apr. 26. The following morning it took off for Aleppo. The Spider reached Alepvo on the evening of Avr. 27. The following day the machine left for Sofia which was reached in the early afternoon. On Avr. 29 The Snider left Sofia before sunrise on the last stage, and was forced to land after going some 30 miles. THE CHALLENGE INTERNATIONAL DE TOURIS 7 ; — “The entry list for the Challenge International de Tourisme which takes place between July 20 and Aug. 7 closed on Apr. 15. There are 74 entries, reoresenting 8 countries, and these are as follows: Germany 30, Austria 4, England 6, France 12, Belgium 1, Jugo-Slavia 1, Poland 16, and Switzerland 4. This year’s contest will be organised by the Aero-Club von Deutschland and will start from and finish at Berlin. A full list of entrants will be published at a later date. IMPORTANT DATES. May 2.—Annual A.I.D. Dinner. May 5.—R.A.F. Staff College, Second Term begins. May 7.—Air League Dinner and Ball. May 9.—De Havilland Technical School Dance. May 10.—Athletics. Triangular Tournament: R.A.F.C., R.M.C., and@ R.M.A. at Woolwich. May 10.—N.F.S. Meeting at Leeds. May 15.—Dinner to Lord Wakefield by the R.Ae.S., the R.Ae.C., the S.B.A.C., and the Air League. May 17.—Brooklands Flying Display and opening of Brooklands Aero Club. May 29—June 14.—Royal Tournament at Olympia. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Olub). Official opening of Bristol Municipal Aerodrome (with R.A.P. support). June 7.—N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero COlub’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.F. Garden Party at Manston. June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gwynn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Onounties Aere- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 3.—Indian Empire Garden Party at Hurlingham. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 9—12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 7.—International Touring Competition, starting from Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at The Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris.

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APRIL 30, 1930 The Aeroplane 783 SSS ot Ah ee ba a NV ecws aS | et ty tN “\: P 9 Po mf —— — 4 3 } . ij . eS ‘ - ’ = | ; veto y > W Ape ot as | ees : Lea O85 7 pe ei} al > A . ke | hows hests wi ; : ime CS Ene - -f . 4 vi - ? » ? 3 > a” > . . . 0 ST t 4 ~—e e . \ way SOO o* x ‘ > ‘ > ’. ‘ - = ‘ : ” v2 = 2 Hem fa a @. Magnificent record flight | by the, DUCHESS or BEDFORD | with Capt. C. D. Barnard and Mr. R. Little from England. fo Capetown in 10 days, in her “Jupiter” engined Fokker monoplane, “Spider,” was accomplished on _ “GOLDEN SHELL” OIL and_ special petrol by Shell supplied. for the flight. é a | sy ty ef KINDLY MENTION “-THE. AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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184 | The Aeroplane | Apri 30, 1930 BULLDOG , SINGLE SEATER FIGHTER constructed throughout of high tensile steel and incorporating the “Bristol” method of steel- | : strip structure, is the most formidable military single seater fighter in the world at altitudes | above 10,000 ft. It is designed and constructed by / THE: BRISTOL AEROPLANE CO. LTD., FILTON — BRISTOL. Telephone: Bristol 3906. Telegrams: Aviation, Bristol. S WS REX ss SA3ax SS

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a THE ROYAL The following letter, which appeared in The Times on April 25, is published by kind permission. of the Editor of that paper:— - | Sir,—I have read with great interest the article by Major- General Sir Frederick Maurice on “The Air Weapon: Function in-War and: Peace,” in The Times of April 16. I fear I cannot write half as clearly as he does, but I would like to make the following comments on this discussion, which had its beginning in the House of Lords on April 9. Sir Frederick’s article seems to indicate that he assumes that we _have never seriously investigated the réle of the Royal Air Force in Imperial defence, and its relations with the other Services in this respect. This assumption is far from correct, as such an investigation has been both con- stant and vigorous for the past 10 or 12 years, and the re- sults have -been published from time to time. Briefly, one réle of the Royal Air Force is, as Sir Frederick surmises, to provide the Navy and Army with “eyes,” and with air power as may be required by either or-both of those Services for offensive or defensive pur- poses. Further, the Royal Air Force has also to defend this country against air attack in a major war—a specific responsibility at least as great as those of the Navy and Army in a major war. Therefore, although I did not men- tion this aspect in my speech in the House of Lords, namely, the réle of the Royal Air Force in a major war, I think I may say that it is definitely and clearly known in the three Services. ; | The two older Services have at present an additional réle in peace—that of policing the distant parts of the British Empire, and it is the suitability of the Royal Air Force for carrying out these particular peace-time duties in certain parts of the Empire that I would like ‘to stress. The various British forces used for policing distant parts of our Empire were available for use in the last Great War, and were in some cases conveniently placed for the part they had to play in that War. It seems to me that the Royal Air Force should be able to do its share of this police work, and be at the same time as ready as ground forces to take its part in a major war, especially in co-operating with the Navy and Army. © bo In one part of Sir Frederick’s letter he implies that we are advocating the allocation of police work to the Royal Air Force, and then states that we definitely failed in that respect’in Palestine. I would point out that police work in Palestine is a question of keeping order under conditions peculiarly difficult for air action. It involves the maintenance of order in towns and populous districts between rival religions—work for which the Air Force has never claimed suitability. It has always been the opinion in the Royal Air Force that some ground forces also should have been kept in Palestine in view of the special con- The Reveotane AIR FORCE. | LORD TRENCHARD ON AIR POWER. ditions obtaining there. The Air Ministry is, of course, in control in Palestine because the defence of this country must be linked up with that of Transjordan, which is peeuliarly suitable for air power. There are, however, many other parts of the British Empire very suitable for _air control, where the difficult conditions existing in Pales- tine are not likely to arise. | Sir Frederick Maurice and others seem to look upon Air Force methods as being of a “tip and run” nature—bomb and run away. May I say that this, whether true or un- true, is not my view of air control, but merely of one of its stages—that is to say, when it is found necessary to take extreme measures. Air control has a much wider scope. Air control enables the Political Officer, who must work in much closer touch with air than he ever did with ground troops, to keep a constant watch over tribes and villages, the chiefs and people of the country he controls. It enables. him to see just how the villages are situated, and gives him rapid communication with the most distant part. of the country. Aeroplanes enable the chiefs to come into the centres where the civil authorities are, and takes from them the conception of a British civil power so distant that it is but a name. ; The young air officer and airman are constantly visiting distant parts of the country under air control, and, to a much greater extent than under the old methods, be- coming friendly with the local sheikhs—perhaps taking them for an aeroplane reconnaissance over their own, towns or villages.: Air is the greatest civilising influence these countries have ever known, owing to its powers of rapid communication. Air methods are, in short, the re- verse of the old punitive column. Our policy is one of prevention, not only one of punitive action. The latter is necessary only occasionally, much more seldom than when chiefs and tribes were hardly ever visited and rarely be- came acquainted with the civil authorities who controlled their activities. Sir Frederick pays a generous tribute, as do also others, to the work done by the Royal Air Force, but I maintain that the view they present of air control, that it means bombing and going away, and then either sending troops to occupy or bombing again, is not a correct appreciation of how air acts. It would be interesting to hear the opinion of a man like Sir Henry Dobbs, who acted as High Com- missioner in ‘Iraq, and who could say from his own ex- perience whether air plays the part I have indicated in bringing the civil power into much closer touch with the country than was ever possible by other means. And if air control saves money, there will be so much more money for the making of roads, which, as Sir Frederick Maurice states, Lord Rawlinson did so success- fully in Waziristan. I agree that roads are very desirable, ROYAL COMMUNICATIONS.—The R.A.¥. Westland Wapiti, in which H.R.H. the Prince of Wales flew from Marignane to Windsor on April 25, on His Royal Highness’s private landing ground in Windsor ‘Great Park. __ The two escorting machines cannot be seen, but on the left are two Service Moths.

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786 because they mean quicker communication, and if this is so, air control must be a desirable system, providing as _4¢ does the most rapid communication possible. I will not here go into all the questions of air defence and offence in a major war, more than to say that I regard air as having the same principle in defence as the Army or the Navy. We call it all “defence ’’—every nation calls it so, but no defence can be successful (we saw this in the last War) that has not some means—and at times considerable means—of offensive action. What proportion should be defensive action and what offensive has been debated time and again. Finally, I would like to say I agree that in much the three Services must be inter-dependent. Of course they are, and always will be, not only inter-dependent, but also linked inseparably with the whole political, economical, and in- dustrial life of the nation, and with all its activities. I am, etc., TRENCHARD. Dancer’s Hill House, Barnet, Herts, April 23. The London Gazette. Air Ministry, April 22. ROYAL AIR FORCE. GENERAL DUTIES BRANCH.—Lt.-Cdr. A. G. Elliot, R.N., is reattached to the R.A.F. as a Fit. Lt. with effect from April 11, 1930, and with seniority of Oct. 13, 1926; Flt. Lt. J. M. J. C. J. I. Rock de Besombes is restored to full pay from half-pay (April 12). The following are promoted with effect from April 23:—FLT. Lts. TO BE Sq. Lprs.—A. C. Bayley, H. G. White, W. A. K. Dalzell. Fic. Orrs. To BE FLT. Lrs.—A. G. Pickering, A.F.C., J. C. C. Slater, J. C. H. Tavendale, G. B. Beardsworth, H. E. Power, E. D. Macl. Hopkins. : Wing Cdr. P. C. Sherren, M.C., is placed on the half-pay list, scale A (April. 19); Sq. Ldr. P. Warburton, M.B.E., is seconded for duty under the ‘Iraq. Government (April 1); Fig. Off. A. Lanman, M.B.E., A.F.C., is placed on the retired list (April 17): Flt. Lt. A. Hunter, O.B.E., is placed on. the retired list on account of ill-health and is granted permission to retain the rank of Sq. Ldr. (April 18); Fig. Off. R. Matheson ‘is transferred to the Reserve, Class A (April 22). The following Lts., R.N., Fig. Offs., R.A.F., cease to be attached to the R.A.F. on return to Naval duty:—G. R. F. T. Cooper (Mar. 28); G. H. Birley (April 8); A. Brock (April 11); C. N. Lentaigne (April 14). Fig. Off. T. K. Merrett relinquishes his S.S. comn. on transfer to the Indian Army (April 18). The S.S. comns. of the following Plt. Offs. on probation are terminated on cessation of duty (April 23):—D. Holt, F. Woodward. MEDICAL BRANCH.—The S.S. comn. of Fig. Off. A. H. Barzilay, M.B., Ch.B., is antedated to Oct. 1, 1929, and he ceases to be seconded to the Royal Southern Hospital, Liverpool (April 2). MEMORANDA.—The permission granted to H. G. Hall to retain the honorary rank of Lieutenant, which was withdrawn on his enlistment in the R.A.F., is restored on his discharge (Mar. 14). The permission granted to Capt. H. W. R. Haselhurst to retain the rank of Major, which was withdrawn on his appointment to a comn. in the Army, is restored on his retirement from the Army (Mar. 16). RESERVE OF AIR FORCE OFFICERS. GENERAL DvuTIES BrRaNcH.—The following are granted comns. in Class A.A. (ii) as Pit. Offs. on probation:—B. Icely, L. A. Robertson (April 2); I. C. Bird (April 3); G. B. Shields (April 7); P. R. Nickols (April 8). W. H. Armstrong is granted a comn. in the Special Reserve as a Pit. Off. on probation (Mar. 13). The following Plt. Offs. on probation are confirmed -in rank:— W. R. Sadler (Mar. 21); W. McF. Russell (Mar. 25). Fig. Off. J. F. Greenwood relinquishes his comn. on account of ill-health and is permitted to retain his rank (April 23). AUXILIARY AIR FORCE. : GENERAL DuTIeEs BRANCH.—No. 600 (CITY OF LONDON) (BOMBING) SqgcapRON.—Plt. Off. N. Montefiore resigns his comn. (Mar. 14). The Aeroplane R. Todd, F. Whittingham and D. H. G. Wood, to No. Apri 30, 1930 Appointments, Week ending April 28. GENERAL DuTIES BrRANCH.—Group Captains C. D. Breese, A.F.C., to H.Q., ‘Iraq Command, for Engineer Staff duties, 11/4. R. &@. Verney, O.B.E., to R.A.F. Depot, Uxbridge, on transfer to Home Establishment, 22/3. Wing Commanders The Hon. L. J. E. Twisleton-Wykeham-Fiennes, to Special Duty List, on appointment as Air Attaché, Washington, 1/4. F, Sowrey, D.S.O., M.C., A.F.C., to No. 1 School of T.T. (Ap prentices), Halton, for Administrative duties with No. 2 Apprentices’ Wing, 16/4. Squadron Leader P. Warburton, M.B.E., to Special Duty List, on appointment as Inspector of ‘Iraq ~-Air- Force, 1/4. : Flight Lieutenants A. S. Thompson, to R.A.F. Depot, Uxbridge, 7/4. J. Duminy, to R.A.F. Record Office, Ruislip, 14/4. L. G. Harvey to H.A.D., Henlow, 8/4. J. C. Barraclough, to H.A.D., Henlow, 7/4. R. E. M. B. Milne, to No. 503 Sqdn., Waddington, 13/3. J. N. D. Anderson, to R.A.F. Base, Gosport, 14/4. F. W. Wiseman-Clarke, to No. 32 Sqdn., Kenley, 22/3. J. C. M. Hay, to School of Naval Co- operation, Lee-on-Solent, 9/4. Flying Officers F. W. Wrench, to E. and W. School, Cranwell, 10/4. F. H. H. Twelvetree, to R.A.F. Base, Gosport, 8/4. H. F. G. Southey, to E. and W. School, Cranwell, 28/3. P. G. J. Atkinson, to R.AP. Depot, Uxbridge, 13/3. R. Chadwick, to No. 202 Sqdn., Malta, 11/4. H. G. Loch, to R.A.F. Practice Camp, North Coates Fitties, 22/4. Pilot Officers J. D. Rutherford, to No. 202 Sqdn., Malta, 11/4.- J. E. Loverseed and E. J. K. Megaw, to No. 2 Sqdn., Manston, 1/4. H.C. Singleton, to No. 4 Sqdn., S. Farnborough, 1/4. G. Farnhill, M. E. M. Perkins and E. H. Coleman, to No. 13 Sqdn., Netheravon, 1/4 26 Sqdn., Catterick, 1/4. A. E. Smith, to No. 7 Sqdn., Worthy Down, 1/4 W. R. A. Matheson and L. F. H. Orr, to No. 9 Sqdn., Manston, 1/4 R.-Ellison, to No. 17 Sqdn., Upavon, 1/4. E. L. Brackenbury, to No. 19 Sqdn., Duxford, 1/4. G. W. Phillips and M. Watson, to No. 23 Sqdn., Kenley, 1/4. P. R. May, to No. 25 Sqdn., Hawkinge, 1/4 V. B. Myers and M. V. Ridgeway, to No. 29 Sqdn., North Weald, 1/4. L. McHardy, to No. 33 Sqdn., Eastchurch, 1/4. E. H. Bellairs, to No. 41 Sqdn., Northolt, 1/4. N. C. Singer, W. K. Brett and K.. D. Knocker, to No. 54 Sadn., Hornchurch, 1/4. MEDICAL BRANCH.—Squadron Leaders P. H. Young, to R.A.F. Train- ing Base, Leuchars, 17/5. T. K. Place (Dental), to R.A.F. Depot, Uxbridge, 11/4 Flight Lieutenant J. F. McGovern, to Station H.Q., Hornchurch, 17/5. Flying Officers G. W. Paton, to R.A.F. General Hospital, ‘Iraq, 10/4. A. H. Barzilay, to Medical Training Depot, Halton, 2/4. Stores BraNcH.—Squadron Leader A. T. Cooper, to R.A.F. Uxbridge, 8/4. Flight Lieutenant A. H. Comfort, to M.A.E.E., Felixstowe, 5/4. Flying Officer W. H. Bowden, to No. 604 Sqdn., Hendon, 29/3. ACCOUNTANT BRANCH.—Flying Officer H. A. Frost, to No. 501 Sqdn., Filton, 2/4. Depot, H.R.H. the Prince of Wales. H.R.H. : Group Captain the Prince of Wales, K.G., made the last section of his homeward journey from Africa in a Service Westland Wapiti (Jupiter engine) of No. 24 (Communication) Squadron, piloted by Sq. Ldr. D. S. Don, M.V.O. His Royal Highness embarked in the Wapiti at Marignane aerodrome near Marseilles at 07.35 hours on Apr. 25, an hour and a-half after the liner in which he had travelled from Port Said docked at Marseilles. His machine was escorted throughout the journey by another Westland Wapiti and a Fairey III.F of No. 24 (Communication) Squad- ron. The Prince’s machine and escort alighted at Bron aero- drome, near Lyon, at 08.45 and His Royal Highness was entertained by the officers of the 35th Air Regiment. He left Bron at 09.25 and, because of the weather and bad NIGHT OPERATIONS.—A Vickers Virginia of No. 58 (Bomber) Squadron outside the sheds at Worthy Down being prepared for the reliability trials for Night Bomber Squadrons on April 23.

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APRIL 30, 1930 The Aeroplane 187 “ country, flew by way of Dijon to Le Bourget, instead of fol- lowing the direct route. They reached Le Bourget at 11.55 hours and the Prince of Wales lunched with the officers of the 34th Air Regi- ment. They left again at 13.40 hours and were escorted to the coast of France by the French Squadron. ' ‘They crossed the coast at Cape Griz Nez and were es- corted across the Channel by a flying-boat of the RAF. from Calshot. Near Folkestone they were met by No. 25 (Fighter) Squadron which escorted the Royal Flight to Windsor. : His Royal Highness alighted at Windsor at 15.55 hours. The actual flying time for about 615 miles was 5 hours 55 minutes. ; The three machines of the Royal Flight had taken 9 hours to fly from Northolt to Marignane,—and the journey either way takes 20 hours by train and boat. The Night Bomber Squadrons’ Exercises. The annual long-distance exercises by Night-Bomber Squadrons of the R.A.F. took place between 15.00 hours on April 22 and 08.00 hours on April 23 and between 15.00 hours on April 24 and 08.00 hours on April 25. Flying was washed-out on the intervening night because of bad weather. These exercises are part of the annual training pro- gramme of the Night-Bomber Squadrons of the Air Defence Defence of Gt. Britain command. The Squadrons which took part were No. 7 (Bomber) Sqdn. Worthy Down, No. 9 (Bomber) Sqdn. Manston, No. 10 (Bomber) Sqdn. Upper Heyford, No. 58 (Bomber) Sqdn. Worthy Down, and No. 99 (Bomber) Sqdn. Upper Heyford. No. 10 and No. 99 Squadron are equipped with Hyderabads and the others with Virginias. Each Squadron’s route began at its own aerodrome and followed a circular course with four turning points. Um- pires were stationed at each turning point. Details of the course, — which was Worthy Down, Andover, Bicester, Bircham Newton, Andover, Worthy Down,—were not avail- able — the competitors until twenty-four hours before the event. Each Squadron entered eight aircraft and eight crews. Aircraft were despatched with a suitable interval between each and proceeded individually. could gain 200 marks divided into 80 for reliability, 80 for air nilotage, and 40 for signals. The Map Reading Competition. The Royal Air Force Map Reading Test for Fighter Squadrons, for a Trophy presented by Sir Philip Sassoon, has recently been completed. Official Air Ministry informa- tion is that the result is not yet known, but THE AERO- PLANE understands from another source that the competi- tion was won by No. 29 (Fighter) Squadron with No. 43 (Fighter) Squadron as runners-un. This Map Reading Test is known in the Service as the ** Pin-Pointing Competition” and the rules and conditions governing it were published in THE AEROPLANE of June 26, 1929. No. 29 (Fighter) Squadron is stationed at North Weald and is commanded by Sq. Ldr. P. G. Scott. No. 43 (Fighter) Squadron is stationed at Tangmere and is commanded by engines). Each aircraft entered - THE STING IN THE TAIL.—The gunner in the tail cockpit of a Vickers Virginia long-range bomber. Sq. Ldr. C. N. Lowe, M.C., D.F.C. Both Squadrons are equipped with Armstrong. Whitworth Siskins (Jaguar ; Fatal Accidents. The Air Ministry regrets to announce that as the result of an accident at Heliopolis, Egypt, to a Fairey III.F machine of No. 47 (Bomber) Squadron, Khartum, on April 23, Pit. Off. Francis Slade Barron, the pilot of the aircraft, and 364028 AC.1. Cyril Fred Davis were killed. oe? Judging by the newspaper reports the engine failed as the machine was leaving the aerodrome and owing to bad visibility the pilot stalled in an attempt to land. The Air Ministry regrets to announce that as the result of an accident at Cranwell to an Avro machine of the Royal Air Force College, Cranwell, on Apr. 25, 1930, No. 328556, Sjt. William Henry Fearn, the pilot of the aircraft, and No. 560080, AC.1. Leslie Edward Charlton, were -killed. At the inquest at Cranwell on April 26, Fig. Off. J. Mutch said that Sjt. Fearn was an experienced pilot. He was making a test flight in a machine he had flown for about two years. AC.2. H. T. Tring said that he saw the machine in the air flying quite normally and apparently about to make a landing. When it got to within 50 feet of the ground it suddenly shot upwards and black smoke came from underneath it. Just. as it began to go up it stalled, the nose came down and it went into a short spin. The Coroner returned a verdict in accordance with the medical evidence. - THE LANDING FLARE.—Signals officers and a flare-party beside one of the paraffin: flares which-indicate the --- edge of a landing ground during the Service night-flying exercises.

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Sir Philip Game. Air Vice-Marshal Sir Philip Game, G.B.E., 5.C.B., D.S.O., who has recently been appointed Governor of New South Wales, left London on April 23 on his journey to Australia. Among those who were present at his departure from Victoria Station were Air Commodore F. V. Holt represent- ing the Air Council, Marshal of the R.A.F. Lord Trenchard, Air Chief Marshal Sir John Salmond, and Air Marshal] Sir John Higgins. Another Pioneer Departs. The London Gazette of April 15 announces that Group Captain U. J. D. Bourke, C.M.G., is placed on the retired jist at his own request. Group Captain Bourke was born in 1884 at Walmgate, York, and was educated at Cheltenham and at the Royal Military College, Sandhurst. He was appointed to a com- mission in the Oxfordshire and Buckinghamshire Light Infantry in 1903 and was promoted Lieutenant in 1906. He learned to fly in a Deperdussin monoplane at Hendon and his Royal Aero Club Certificate, No. 479, is dated May 9, 1913. In August 1913 he was attached to the Royal Flying Corps and graded as a Flying Officer and posted to No. 2 Squadron. He was promoted to Captain in the Army in April 1914, and Flight Commander, R.F.C., the following month. In August 1914 he went with No. 2 Squadron to France and with Major Longcroft as pilot made one of the first air reconnaissances of the War. He returned to England in October 1914 for three months on the Home Establish- ment. In March 1915 he was promoted to the temporary rank of Major and graded as a Squadron Commander. In June 1915 he took the newly-formed No. 10 Squadron to France and remained in command of the Unit at Chocques Aerodrome for a year. In June 1918 he was promoted to the temporary rank of Colonel and graded as a Wing Commander. In November 1918 he was promoted to Major in his Regiment. In August 1919 he resigned his Army Commission on appointment to a Permanent Commission in the R.A.F. with the rank of Group Captain. He was mentioned in Dispatches in 1914 and in 1916 and in the King’s Birthday Honours of 1919 he was made a Companion of the Order of St. Michael and St. George for distinguished services rendered during the War. In November 1920 he was appointed to command the Palestine Group, Middle East Command. He was restored to the Home Establishment in November 1921 and placed on the half-pay list. In April 1922 he was appointed to command the Inland Area Aircraft Depot, Henlow. In July, 1925, he was posted to the Air Ministry, Directorate of Equipment, and was nominated by the Air Council to the Board of Management of the Navy, Army, and Air Force Institutes. In November 1926 he was appointed Chief Staff Officer, Wessex Bombing Area. He was placed on the half-pay list in January 1929. - §pecial Assessments. The following officers and airmen have been awarded special assessments as shown on completion of courses of ab initio flying training at the Flying Training Schools in- dicated :— No. 1 FLYING TRAINING SCHOOL, Distinguished Passes.—Plt. Off. H. P. Fraser, Plt. Off. G. N. Roberts, Pit. Off. G. J. C. Paul, No. 508340 Sjt. J. F. Rose, No. 363895 Sit. A. R. Allen. No. 4 FLYING TRAINING SCHOOL, Distinguished Passes.—Plit. Off. R. P. Cauthery, Pit. Off. P. B. Lusk, No. 363818 S§t. W. Corden, No. 363966 Sjt. A. A. F. Hickman, No. 363592 Sit. C. J. Fox.. No. 5 FLtyvinc TRAINING SCHOOL, Special Distinction.—No. 364023 Sjt. H. Z. Foreman. Distinguished Passes.—Plit. Off.-A. J. Tunnard, Plt. Off. D. H. F. Barnett, Pit. Off. H. A. Shotter, No. 363845 Sjt. S. Bannister. Notations have been made in the official records of the officers and airmen. Specialist Courses. The following officers holding permanent or short-service commissions have been selected to attend the specialist courses indicated during 1930. No further selections will be made except to fill vacancies caused by reason of with- drawals from the list :— ENGINEERING, Home Aircraft Depot, Henlow, Aug. 4.—-Abrams, W. G.; Allen, A.; Ashton-Jinks, C. P.; Barwell, P. R.; Bradley, P. F. G.: Brake, K. S.; Bruce, J. D. F.; Campbell, G. E.; Donkin, R. H.; Edwards, R. C.; Freebody, W. L.; Gibbon, D. W.; Kellett, R.; Miller, A. P.: Mills, R. L.: Morshead, V. D.; Owen. A. H.; Pike, T. G.; Pratt, A. E. J.: Shenton, R. F.; Snaith, L. S.;: Stapleton, P. J.; Steedman, E. B.; Tuttle. G. W.; Walker, G. H.: Walker, H. J.; Wards, E. L. S.; Waring, H.: Wisher, H. G.; Yarde, B. C. SIGNALS, Electrical and Wireless School, Cranwell, Sept. 1.—Arbuth- not, T. J.: Calwell, A. K. K.; Chamberlain, G. P.; Cooper, W. C.: Hamblin, R. K.; Hatcher, V. G. A.; Keens, L. T.; Nicholas, B. D.; Southey, H. F. G. ARMAMENT, Armament and Gunnery School, ‘Eastchurch, Mar. 4.— Patch, H. L.; Slater, J. C. C.: Proud, H. J. E.; Abraham, T. M.; Keard. C. M.; Hopkins, E. D. McL.; Spreckley, H. D. PHOTOGRAPHY, School of Photography, Farnborough, Jan. 6.— Merton, W. H. NAVIGATION, R.A.F. Base, Calshot, Jan. 14.—Campbel], J. H. MeN.; . May, F. M. V. The Aeroplane APRIL 30, 1930 Extensions of Service. The following officers have been selected by the Air Coun- cil for retention on the active list until they attain the age of 50. Extended service will begin on the dates stated against their names :— Flight Lieutenants H. J. Adkins ‘June 6, M.B.E. ‘June 19, 1931). Flying Officers F. W. Foster, D.F.C.. D.S.M. (June 19, 1931); G. N. Coward. C. H. V. Hayman, J. W. Hutchins, C. Snow, W. Wheatley ‘Jan. 18, 1932). . The application made by Fit. Lt. H. P. G. Leigh is still under consideration. Applications from officers who become due for compul- sory retirement between Mar. 31, 1932, and Mar. 30, 1933, will be considered in Apr. next, and should reach the Air Ministry not later than Mar. 31, 1931. Long Service and Good Conduct. The Long Service and Good Conduct Medal has been awarded to the undermentioned airmen with effect from the date given after each name :— 812 S-M.1 Brown, G., 6.2.30; 569 S-M.1 Walls, J., 6.8.29; 314954 S-M.2 1930), L. J. Chandler, Fletcher, J.. 31.10.29; 439 S-M.2 Gregory, W., 13.9.29; 134587 S-M.2 Jones, G., 24.10.29: 127477 S-M.2 Lea. F.. M.M., 19.10.29; 953 F-S. Faulkner, J. W.. 19.1.30: 314890 F-S. Hamilton, D. W., 9.9.29; 849 F-S. Holt, J. D., 14.10.29: 10795 F-S. Ridley, P., 24.2.29; 78284 F-S. Russell, F.. 17.1.30; 844 F-S. Salter. E., 6.11.29; 136903 F-S. Searle, G. E., 12.1.30; 338123 Sjt. Bettany. A. L., 18.12.29; 794 Sjt. Morrison, H., 19.4.29; 315014 Sjt. Thompson, T.. 24.4.29; 334504 Cpl. (A/Sjt.) Durham. J. S., 24.8.29: 134793 Cpl. Irving. A., 23.1.30; 340919 Cpl. Mundy, S. F.. 7.11.29: 10804 Cn]. Thornton, L., 16.12.29. The R.A.F. Old Comrades’ Association. At a meeting of a number of past members of the R.N.A.S., R.F.C. and R.A.F., at the “ Dr. Butler’s Head” Restaurant, E.C., on Wednesday, -Apr. 23, an Old Comrades’ Association for past members of the flying services was formed. Sq. Ldr. J. L. K. Pearce, O.B.E., R.A.F.O., who acted as Chairman of the meeting, outlined the need for, and scope of, such an organisation, and suggested that its aims should be social rather than charitable. He pointed out that an organisation already existed for those in need and that any otner schemes would merely overlap. Several people suggested that steps should be taken to get the movement going before the date of the RAF. Dis- play this year, so as to take advantage of the fact that a large number of ex-R.A.F. personnel would be in London and could attend a meeting or function that would definitely put the Association “on the map.” A Provisional Committee was elected to arrange pre- liminary details, and these will be published as soon as possible after the first meeting on Apr. 30. The Old Comrades’ Association should make a strong appeal to all who have been “on the strength.” Its future would seem to be assured before its formation and judging by the spirit and enthusiasm shown at the first general meeting it is long overdue. Although the Association is formed primarily for the link- ing up Of old friendships and general social activities, it is ts likely that it will become a very strong and influential orce. Those who cannot wait for the vreliminary details of the movement to be announced, are advised to communicate with Mr. Willian Coen, who is the Editor of The Planesman, and Hom Secretary of the Association, at Ground Training Sect., A. and G. School. R.A.F., Eastchurch, Kent.—c. A. s. The R.A.F. Athletic Championships. The R.A.F. Athletic Championships will -be held at Uxbridge on July 9, 10, 11, and 12. . Entries, giving ranks, names and initials of competitors, also returns from Commanding Officers showing the ac- commodation . required, must reach the Hon. Secretary, R.A.F. Athletic and Cross-Country Association, R.A.F. Depot, Uxhridge, not later than by the first post on June 25.: No entry after that date will be accevted. Commanding Officers are requested to ensure that the banners used in the march-past of athletes on the first day are of the correct colours allotted to the various stations by the R.A.F. Sports Board. All inquiries regarding colours should be addressed to the Secretary, R.A.F. Sports Board, Air Ministry, Room 840, Alexandra House, Kingsway, W.C.2. THE SECRETARY OF STATE FOR ATR. The London Gazette of Apr. 22 announces that Colonel (Hon. Brigadier-General) Lord Thomson, having attained the age limit of liability to recall, has ceased to belong to the Reserve of Officers. AIR MINISTRY BUILDINGS. In the House of Commons on April 16, in reply to a ques- tion by Sir K. Wood, the First Commissioner of Works said that it had been decided to erect new Government Offices on the site of Whitehall Gardens and Montagu House, and@ a Bill to give effect to this decision would he introduced in the Autumn Session. An Official of the Office of Works has stated that the Air Ministry and other Government Departments will be accom- modated in the new building.

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Apri 30, 1930 ‘ | Aeronautical Engineering (Supplement to THs AEROPLANE) 789 WESTLAND WAPITI MARK Ila, WITH JUPITER VIII — ENGINE. Westland Aircraft represent the 4 Wapitis equipped with Bristol Jupiter VIII ] d ] : d . d Engines recently delivered to the Royal | atest deve opments In esign an South African Air Force accompanied the ° 5 R.A.F, llight f the C to Cairo. construction. The Westland Air- | ee OE Ee Meare Pie a craft Works is equipped for the production of commercial and military machines .of outstanding efficiency. The latest productions W , ¥ D include the Westland Wapiti IIA, a w E s T L A N D AIRCRAFT general purpose aircraft; the West- land Three-Engined Limousine; the Westland Wizard II High Speed Single Seater Fighter, etc. AS SUPPLIED TO THE R.A.P., R.A.A.F., R.S.A.A.F. -WESTLAND AIRCRAFT WORKS (Branch of Petters Limited), YEOVIL, ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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790 (Supplement to THE AEROPLANE) Aeronautical Engineering Aprit 30, 1930 DOPED WITH" (‘‘ Aeroplane”’ photograph.) Messrs, A. V. Roe & Co. have used ‘‘ Titanine ” Doping Materials for many years and have always expressed great satisfaction with the results they have thereby obtained. *“TITANINE” — ENSURES MAXIMUM TAUTNESS WITH MINIMUM WEIGHT. <S Telepho es :— Factories: Hendon (ondon, N.W 9) s 175, PICCADILLY, $ Gerrard 2312, i 'aly). Teleg & Cables :— BA ee LON DON, W. 1. <Netrattee. Pieces London." KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ~ Digittaaa Google

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Supplement to THE AEROPLANE, April 30, 1930. SUPPLEMENT TO 791 FENG INEERIG “THE AEROPLANE” AIRCRAFT AS TRANSPORT VEHICLES. By CC. C. WALKER, A.M.INST.C.E.. A.F.R.AE.S. CHIEF ENGINEER OF THE DE HAVILLAND AIRCRAFT Co. LTD. A man riding a bicycle at 15 m.p.h., who weighs 160 Ibs. snd can exert one-eighth of a horse-power, is doing a job of transport which can best be described as 8?-ton miles per horse-power hour—the man himself being regarded as the paying load. A horse-drawn barge will do 100 ton-miles per h.p. hour, @ motor-omnibus 7.55, a motor-cycle .5, a touring car rather more, a goods train with sufficient reserve power to “un- Stick’ and climb a 1 in 100 gradient can do 12 ton miles per h.p. hour at 35 m.p.h.. a passenger train 5 at the same speed, and an aeroplane from .3 to .45 at 100 m.ph. The figure refers to the paying load in each case. How do all these methods of conveyance stand in relation to one another? The figures just given may be taken as a criterion of performance if time is no object in transport. The man on the bicycle is, at 15 m.p.h., only just beginning to feel the main object of his efforts, namely, the horizontal transport through the air of 160 lbs., and he is only able to do this because the very high efficiency of his propelling mechanism enables him to do a high speed for his weight per horse-power of some 1,300 lbs. Speed has to be paid for in power, and in assessing the relative merits of these methods due regard must be paid to this fact. If the cyclist had to do his job at 100 m.p.h. instead of 15 (his rolling resistance being negligible) he would have to be endowed with 37 h.p. and his performance would come down from 82 to .19 ton-miles/h.p. hour, or only half that of the aeroplane, which is not surprising in view of his lack of streamlinedness. Other forms of loco- motion show similar results. The fact is that in the slower methods the essential business of moving the load through the air requires so little power that it is swamped and lost in various side shows. If the aeroplane’s performance could be scaled down to the speed of the barge, it would be 40 times more efficient in this sense than the barge. Such comparisons are, of course, fantastic, but it seems reasonable, at any rate in high speed transport, to consider that the useful work done is the horizontal transport of the paying load in its con- taining vessel through the air, and that any other expendi- ture of power is merely a loss necessarily incurred. Looked at in this way, the aeroplane has a fuel or horse- 9, power economy not reached by any = "100% other means, and although a relatively SOPELLER Jarge expenditure of horse-power hours loss is necessary, more of it is being directly ma expended on the object in view than c0% with any other form of transport. Fig. 1 shows how the bD.h.p. is ex- pended in a fairly efficient aeroplane with a low landing speed when flying at rather over 100 m.p.h., and it will be seen that what has been termed the useful work represents only 29% of the whole. It should be added that the TRANS PoRT practical requirements of view, ventila- or tion, housing of the power-plant, and so on, all figure in this item, and so it is a quantity capable of alteration rather than a fixed reference datum. , The “ necessary impedimenta ”’ in the a figure include the wings, or rather their 39:°4°% frictional resistance, which is not directly concerned with the keeping up in the air of the machine. Only a small amount of wing is wanted for transport purposes, their chief function being to lift the load clear of the ground in a safe way before starting. Fig. 1 havvens to revresent an aero- Dlane which is not loaded uv to the limiting ‘“ get-off ” for British reauire- ments. If it were, the efficiency shown of 28.8°% would be higher. To increase still further this efficiency the wings would have to be reduced in size and SQUSTENTATION 8% Necessaey ee IMPE DIMENTA needa more power inStalled in order to secure the same “ take-off.” A much larger proportion of Fig. 1 would now consist of ‘transport of paying load,” and the speed and the horse- power used would also be higher. This merely illustrates the fact that one must pay for speed even though the power is concentrated more completely on the object in view. As we have seen that increased speed involves an in- creased expenditure of horse-power hours to do a given transport joo (as a matter of fact this increase is as the square of the speed) irrespective of the nature of the vehicle we will leave this aspect alone, and concentrate on the aeroplane in a more practical way, that is to say we will assume that speed is no object and an unlimited load has to be moved from A to B. There are two general aircraft design questions involved in this. The first concerns the power the units should be— many small or few large--and the second, having decided on the power of each unit, what size wings, etc., it should have—ilarge wings with large paying load and low speed, or vice-versa. So far as the first question is concerned, as the size of the unit is increased the load carried per pilot goes up, but at the same time the percentage of structure weight also increases and encroaches on what is available for load. The best compromise naturally varies with the amount of fixed equipment carried, the range, etc. It might be as low ‘as a 250 h.p. machine, but will usually be higher. It is in any case calculable beforehand, and it wil] be assumed here to be an aerop.ane with an engine or round about 50C0 h.p. It may be remarked that the increase of Structur2 weight just referred to is sometimes concealed in large aeroplanes by increasing the landing speed and there- by reducing dimensions. A very large aeroplane with a very low landing speed is not a practical proposition. On the second question, if we ,settle on the 500 h.p. engine, there are manv different factors to be taken into account. A lightly-loaded, low landing-speed machine will (unless it is an extreme case) carry a larger paying load, but, on the other hand, being slower the fuel and pilot charge per journey will be higher. The light loading and conseouens large size will incur a higher structure weight. Again, these conflicting factors are all calculable, and Fig. 2 shows the characteristics of a range of machines of various load-carrying capacities, and, therefore, wing load- ings, which could make use of a 500 h.p. engine The pay- ing load is limited by the British take-off requirement in all cases and the speed is always based on a throttled b.h.p. of 320. These results having been produced for a 1921 aeroplane do not necessarily represent what can be done now, and further, they can be greatly modified in character by, say, an increase in “cleanness” or by many other factors. They are exhibited to illustrate the magnitude of the conflicting factors noted above, under the particular conditions selected. It will be noted that the largest paying-load per horse-power is not necessarily the best paying proposition even where speed is no object. Thaz part of Figure 2 which shows the cost in money of achieving a ton-mile is purely comparative. The figures at the side do not represent any concrete sums, for it would obviously be impossible to show this, but they take account of the effects of changing the wing area (and hence size and speed) on the load carried per pilot, the fuel used per mile, the aircraft and engine maintenance per mile, the first cost of the aeroplane with its effect on insurance, maintenance, and so on, and all the things in fact which are influenced by the character of the aircraft. It has been necessary in order to do this to include a figure to represent those costs which are independent of the type oi aircraft used. This figure has been guessed at 35% of the total cost for a service of machines with a wing loading of 10, and it has been assumed that all machines on the curve fly the same number. of hours per annum. The 35°, would represent the proportion of overhead and man- agement charges. The question of cost has been introduced to get into a

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79la (Supplement to THe Agroptans) Aeronautical Engineering Aprit 30, 1930 od Ceyising SPeeO @ 320 BHP. ComParative Cost \ | Per Ton- Mice. \ 8 t2 /q! LoanING e * Fig. 2. proper perspective the effects of what may be termed the design policy in an aerial transport vehicle. One particular set of conditions has been taken to illustrate this, but the effects shown must exist however masked they may be by other conditions of service. The ‘Horsepower hour” has been used as the criterion because such important items as engine maintenance, obsolescence, fuel, oil, together with a large proportion of the cost of equipment, insurance, etc., are ail directly concerned with it. There is much more whicla might be discussed regarding the future of the aeroplane as a transport vehicle, and one must recognise that the pioneering problems faced by air transport companies at present are not perhaps of a kind which are affected very greatly by the economics of the vehicle. If the L.M.S. Railway were to run only two trains a day on their system, the actual running expenses might be doubled or halved without affecting the total cost of transport very much. If one might look ahead somewhat to, say, a lighted route to India with half a ton a day of express matter to be relayed there in 24 days, then the economics of the vehicle will come into the picture. The general public probably do not realise that a man can be carried 100 miles in an hour for 2} gallons of petrol, or a ton of goods the same for under 20 gallons. Speed is certainly well worth its price now, and as can be seen from Fig. 2, aircraft escape the law that the transport return diminishes as the square of the speed. The reason for this is easy to see. The slow landing aeroplane is encumbered with a large amount of win: wheels, etc., which have to be transported along with the load in its containing vessel. The latter is the real useful work done, and is that part which is subject to the diminish- ing return of ton-miles per h.p. hour, as the square of the speed increases. We will now leave the question of the best size of aero- plane to make when the power is fixed and the landing speed, and therefore load (for a given take-off) is varied. The other problem referred to above of what is the best power to use in each unit is very important and is one on which there is a considerable amount of misconception so far as land aeroplanes are concerned. If 20 passengers have to be carried it will be more economical to divide them into two machines, carny- ‘ing 10 each. and it might be even better to split them up into four machines carrying five each. If a large amount of fixed equipment has to be carried then the large unit must be used, but the loss in efficiency will be there whether it is present as an increased percentage structure weight or whether, as is usually the case, the landing speed has been increased to avoid this. It should always be remembered that the landing speed could also have been increased on the smaller machine, and that the true comparison should take account of this. The case for the large land aeroplane has never been stated, and there seems to be a misty idea that it is good to get a big load into one aeroplane. but it takes as much (generally more’ cylinder capacity per passenger on the large machine, the insurance risk is not so well spread, an@ there is generally a higher first cost per seat, and more rapid obsolescence. The cost of piloting per passenger 1s the only adverse factor in the smaller machine, but this would not be serious until it is very small, and at the other end of the scale it is soon balanced by the rising structure weight percentage. It is sometimes said that great aerodynamic improve- ments will come along as a result of research which will revolutionise air transport. There is no need to look to new discoveries, we have not yet begun to use the proper ties already available in aircraft. Air transport is still new, and development takes time, | but to look a little closer at possible improvement it can be said to start with that the power of the engine installed per passenger or per ton of load is not likely to diminish very much in future. The ability to lift a load depends primarily on the wing span and the power, and neither can be dodged. This is, however, of little importance beside the power used in transporting the load, which is what determines the cost of transporting it. There will, no doubt. be a continual improvement in this, It can be seen from Fig. 1 that there are losses waiting to be diminished which are of an amount which is worth attacking. Much has been done already, but the more immediate needs lie in the direction of lower first cost, lower maintenance cost, greater comfort and more speed. THE FLUTTER OF AEROPLANE WINGS. (The Flutter of Aeroplane Wings, by R. A. Frazer, B.A., B.Sc., and W. J. Duncan, B.Sc., A.M.I.Mech.E. R. and M. 1155. With 218 pages and 60 diagrams. Published by H.M. Stationery Office, at 12s. 6d., and obtainable from THE AEROPLANE Book Department, Cannon House, Pil- grim Street, E.C.4.] This monograph is divided into three parts, the first of which is a reprint of R. and M. 1177, A Brief Survey of Wing Flutter with an Abstract of Design Recommendations. The second part of the monograph deals with the equa- tions of motion of the wing-aileron system as well as with the criteria of stability and critical flutter speeds. A graphi- cal treatment of the problems of binary flutter, which in- volves only two degrees of freedom, is also given. During the experimental investigation the authors had to develop a special technique for the measurement of the derivatives on flexible wings which were due to torsion and flexure of the wing itself and to aileron movement. The agreement between the observed and the calculated critical speeds was found to be good enough to justify the use of the theory, as given in the monograph, for the dis- cussion of the flutter of aeroplane wings. The value of the theory is in its application to the discovery of methods for preventing flutter. The third vart of the monograph contains various recom- mendations for the prevention of each type of flutter and concludes with a warning to designers of the close relation that exists between the physical and aerodynamic properties of an aeroplane wing. This may lead to sufficient precau- tions not being taken to prevent flutter. SIXPENNYWORTH. [Definitions and Formule for Students (Aeronautics), com- piled by John D. Frier, published by Sir Isaac Pitman and Sons Ltd., vrice 6d. Obtainable from THE AERO- PLANE Book Dept., Cannon House, Pilgrim Street, E.C.4.] This small booklet has been compiled for students of aero-~ nautics, by Mr. Frier, who is a lecturer at the Northampton Polytechnic Institute, London, E.C.1. There are about 200 definitions and some of the imvortant formule. The de- finitions appear to have been written in a hurry. “Capacity” is defined as the space available for gas. “ Bivlane” is de- fined as an aeroplane with two vrincipal supporting planes, . The definition does not say that one vlane must be super-~ imposed above the other. The definition as it stands would include the tandem monovlane or to the unitiated a mono- plane, for, after all, there are two main suvporting planes, one on each side of the machine!

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APRIL 30, 1930 THE ROLLS-ROYCE CONDOR IIIB By LIEUTENANT-COLONEL. L. F. R. FELL, D.S.O., In 1917 the designs of the Series I and IL Condor engines were prepared at. the request of the Air Ministry to filk the demand for an engine giving a greater horse-power than that provided by the widely-used Rolls-Royce: Eagle engine. Not, however, until after the begin and in consequence the Condor Series I and II never went into Service in any considerable numbers. The Series I and IT differed only with respect to the airscrew gear reduction. As first designed. the Condor was virtually a scaled-up Eagle engine, with a bore and stroke of 5.5-by 7.5 ins. But . Owing to the increased cylinder dimensions four valves per cylinder were necessary instead of two. An ingenious valve- mechanism was devised for this purpose, which will be ex- plained in detail later. The general design of crank-case, epicyclic reduction-gear, connecting-rods, pistons, and valve and auxiliary driving gear followed the principles which had been proved so highly satisfactory by War Service in the earlier Rolls- Royce engines. The engine was rated at 525 b.h.p. at 1,650 rp.m., with a compression ratio of 5 to 1. The total dry weight was 1,466 lbs. On account of the enormous pressure of work on the pro- duction of motor-car chassis immediately following the Armistice no very considerable development on the engine took place, and not until 1921 was the decision made to prv- ceed with serious work on the Condor engine. As a first step the power of the Series I engine was in- creased to 650 b.h.p. by advancing the speed to 1,900 r.p.m. This engine was known as the Series I.A. and it was fitted in the Fairey N.4, a four-engined flying-boat. Owing to the lapse of time, however, it was found neces- sary, practically speaking, completely to redesign the Condor I so as to conform with modern requirements as regards minimum frontal area, weight and fuel consumption. By changing the connecting-rod design from the link-rod to the marine type it was found possible to reduce the con- necting-rod length and, in consequence, the overall height from the crank-shaft centre to the top of the valve-gear. The latter type of connecting-rod is the same as that now im use in the Rolls-Royce “F” and “H” engines. The epicyclic reduction-gear gave way to the present standard type of spur gear—now a special feature of the latest Rolls-Royce designs—introduced so as to facilitate streamlining by the aircraft builder. A general lightening of the crank-case was achieved by redesign. New carburetters and a new induction system were fitted. The engine was then known as the Condor III and, with the same bore and stroke as the Condor I, gave 650 b.h.v. Aeronautical Engineering Armistice could deliveries- 791s (Supplement to THE AEROPLANE) ENGINE. O.B.E. = x a re ’, . ae 3 a & ;* e 4 ‘ i] 8 wee ry Loe} J ‘ , ~ seen coos o2 @e © Ome — Convoe” pugs) wy eset CONDOR E A comparative diagram of the frontal area of the Rolls- Royce Condor I (525 h.p.) and Condor III.B (665 h.p.) engines. at 1,900 r.p.m. Owing, however, to the alterations in design described above, the weight was reduced to 1,340 lbs. The Condor III went into small production but, owing to the very limited demand at that time-for an engine of so ‘high a power, little Service development was done upon it, and it was not until. 1927 that the modified Condor III.A A HEAVY DUTY ENGINE.—A side view of the 665 h.p. Rolls-Royce Condor IIIB engine.

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792 (Suoplement to THE AEROPLANE) Aeronautical Engineering . APRIL 30, 1930 sa ¢eGIPs ER ESES GU te Rae yp re es sap rmiae mess SOI UNIO 2a NEIDIO Ry" se TOE OAS II ENT NRT ee Kb bn! Cn ES de LF gl Sa GDS dd Bie LUE Max CR A th LG ALES PEW ET ROL G The GIPSY III engine is virt: The lubrication system is of - perfect results throughout its «. bench. The employment of 2: many advantages over that of tl: the crankshaft line makes po- while the enclosed valve gear a: occupants of the cabin, besides | piping directly beneath the fuse: from the cabin and. reducing ex-- service. EARLY DELIVER) ASSL SS : df GIPSY I Since its introduction two years ago as the first of the Gipsy series, the GIPSY I engine has gone from triumph to triumph in open competition, winning the race for the King’s Cup on its first public appearance, and gaining more first places and fastest times in speed events than any other light aero engine in the world. Its 600 hours in the air under seal and its unfaltering service in the hands of amateur, professional and service pilots have earned for it a jealously guarded reputation for dependability and long. life in every- day use. In the Moth, it is used for training by Air Forces, Flying Clubs and Schools the world over, and it is fitted, besides, in fifteen types of light aircraft other than the Moth. Its universal use ts backed by universal service. IMMEDIATE DELIVERY. IMPORTANT NOTE _ 1% ORDER TO RELIEVE AIRCRAFT CONSTRUCTORS: EXPERIMENTAL WORK IN CONNEXION WITH EFFICIE. COOLING OF GIPSY ENGINES INSTALLED IN TH. OWN AIRCRAFT, THE DE HAVILLAND AIRCRAFT Ct. PANY LIMITED SUPPLY FREE OF CHARGE WITH EVI. GIPSY ENGINE THEIR STANDARD AIR FLOW DIRECT}. BAFFLE PLATES. THESE COMPONENTS HAVE BE e F.:ll particulars, power curves, installation THE DE HAVILLAND AIRCRAI THE DB HAVILLAND AIRCRAFT PTY., LIMITED THE DE HAVILLAND ii _ Mascot Aerodrome, Sydney, Australia Sterling Tower, 372 B. Telegrams: Moth, Sydney Telegram Licensees, Sellin KINDLY MENTION “THE AEROPLANE” ¥

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APRIL 30, 1930 Aer onautical Engineering (Supplement to THE AEROPLANE) 793 RANGE | Sees eS SESS Il werted edition of the Gipsy I. ‘sump type, which has given trials in the air and on the test dengine in a light aircraft has type—its decreased height above otally unrestricted view ahead, of the engine is inaudible to the self to the leading of the exhaust ‘by completely eliminating fumes ttoa bare minimum. Universal SEELTP S EES. a: ae \ | GIPSY D (120 B.H.R) | oo sie a ; . ee SR Sr eae os aba neces OEE A TARE SE TANTO ALE ON GE ee eee My = Gs H GIPSY II A direct development of the Gipsy I, the GIPSY II engine has been produced to satisfy the demand for an engine of the Gipsy type with that extra power required for operation in special circum- stances, such as exceptionally high altitudes, and where a specially quick take-off and rapid rate of climb are essential. By virtue of its development, the same degree of reliability is assured as with the Gipsy I, the higher power output being obtained by an increased capacity with consequent strengthening of all components called upon to withstand higher stresses. The Gipsy II embodies an all-enclosed valve gear running in oil, steel cylinders and many other features of latest practice. Universal service. EARLY DELIVERY. teh tee I Pm EG HR: BT ete Me Se ROS ee ni -ERFECTED AS THE RESULT OF LONG EXPERIMENT, ‘ND ENSURE CORRECT AND EVEN COOLING OF ALL YLINDERS, CRANKCASE, ETC., IN ALL CIRCUMSTANCES. “ONSTRUCTORS MAY THEREFORE DESIGN ‘THEIR ‘OWLING TO FOLLOW THE LINES OF THEIR MACHINES MTHOUT THE COMPLICATION OF COOLING PROBLEMS ‘VITH WHICH TO CONTEND. dc, will be sent immediately on application JOMPANY, LIMITED "Tei Gnomon CANADA, LIMITED THE DE HAVILLAND AIRCRAFT COMPANY, LIMITED . ato 2, Canada (Indian . Branch) Forbes Building, Dunolly Road, P.O. Box 273 ; sate Karachi, India » Agents throughout the World a $ , RESPONDING WITH ADVERTISERS.

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’ (Supplement to THE AEROPLANE) 793A Aeronautical Engineering APRIL 30, 1930 ee ‘ ‘ ? S = = ae Bees a =m aca feng! ee 5 Al SCRE ' lg! ie oie rake Mean P Fue Consumo Pin ; PASTA BRC ip emetecne, RANK SHAFT, Comeressicd Ran “MOSPHERIC TemPrRaTURE = 16°C TmosPHEeme Pressure = 29. N.B! Tue Coaves Suown Mere Are Correct To Wins 24° % Brake Horse Power Ano ConsuMPTiON Gurves.(On Geowo Lev.) Rouis- Royce Connor” Series ITB Aero Enaine. 16-4-30 The power and consumption curve of the Rolls-Royce Condor III.B engine. came into general use in well-known types of aircraft, such as the Hawker Horsley torpedo-carriers, in which aircraft the engines have been outstandingly successful. The alterations introduced in the Series III.A were chiefly connected with the main-bearing design and materials, the lubrication system, and increase of compression ratio to 6.5 to 1. In 1928 Rolls-Royce Ltd. decided to bring _the Condor engine into line with the latest Rolls-Royce practice as re- The valve-gear as used on all gards crank-case -design,:and this. engine; known as the Condor III.B, is described hereafter. It is now being produced for a further squadron of Hawker Horsley machines for the Royal Air Force, and it is also used in the Blackburn Eris three-engined flying-boat. In addition, the airship R.100 has recently been: equipped with this latest design. As the earlier series of Condor engines have already been described in THE AEROPLANE the main points where the Series IIIB departs from the earlier practice will alone be dealt with in detail. LEADING PARTICULARS OF THE CONDOR III.B. Number of cylinders sd a5 aii se 12 Bore a a she iis a 54 ins. _ Stroke a ac nee e 74 ins. Compression Ratio i g ee 6.5 to l Normal b.h.p. (at ground level) (maintained up to altitude of. 3, 000 tt 665. Normal Speed (Crank-shaft) ee A 1.900 r.p.m. Maximum Speed (Crank-shaft) és 2.100 r-p.m. Normal Speed (Airscrew) .. she os $3 907 r.p.m Gear Ratio ATT Fuel Consumption at ‘normal power and speed 41 gals. per hr. Oil Consumption Weight of Engine, including " carburetters. Mmagnetos, engine feet, distributor and pipes for power starter, etc., but excluding reduction gear, exhaust boxes, radiator, 1.3 gals. per hr. airscrew, oil, fuel and water CYLINDERS. Each cylinder, with its water jacket, forms a separate unit. The cylinder barrel is machined from a steel forging and has formed around its lower end a holding-down flange drilled to take the holding-down studs. The inlet and exhaust ports are machined from solid forgings welded-in the opposite sides of the head. The water jacket is made from steel pressings welded into place. There are two inlet and two exhaust valves to each cylinder. VALVES AND VALVE-OPERATING MECHANISM. One cam-shaft per line of 6 cylinders overates all valves. For each cylinder there are three cams. The central cam controls two rocker-arms; the two outer cams one valve each. As the cylinder-heads are svherical and the valve-seats are directly in the head, the valve-stems are divergent. The valve-rockers must swing in a plane parallel to one which contains the valve-axis and this plane cannot be at right angles to the cam-shaft axis. Any attemovt to operate the valve-rockers directly, or through rollers rigidly attached to the rockers, would, therefore, lead to lateral loads on the rocker-arms. This difficulty is overcome by interposing between the cams and the rockers cylindrical tappets running in ver- tical guides from the cam-shaft casing-boxes. These tap- pets are slotted at the appropriate angle for the rocker- arm, and the end of the rocker-arm projects into the slot and is driven from the hardened face at the bottom of the slot. 1,400 lbs. CAM-SHAFT AND AUXILIARY DRIVING GEAR. The drive for the cam-shaft and for all auxiliaries is taken from a spur wheel at the rear end of the crank-shaft. This pinion is, as in the Rolls-Royce Eagle, fitted with the Rolls-Royce Condor engines.

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AprIL 30, 1930 Aeronautical Engineering 7938 (Supplement to THE AEROPLANE) \ F We N \ AL N Ni \ N yh h) NIN | \ \ Ni N I 4 iN ah WZ N aN ————- Wie Ss = " pSvareer e. The crank-case construction of the Rolls-Royce Condor III.B engine. R.R. friction-damped spring-drive, designed to relieve the whole of the gear from any stresses that might be set up by crank-shaft vibration. PISTONS AND GUDGEON-PINS. The pistons are made from forged aluminium alloy machined all over. Three compression-rings and one oil- Scraper-ring are fitted. Stops are provided to prevent the rings from rotating. The gudgeon-pins are hollow, hardened and ground and made from silicon manganese steel. They are of the full floating type, and axial movement is limited by circlip rings at the end. CONNECTING-RODsS. As already stated, the connecting-rods are of the forked type. They are of H section, machined all over. The big- end of the forked rod consists of a mild steel. block split longitudinally and lined with white metal internally. A white-metal bearing surface is also provided aver the out- Side of the central portion on which the big-end of the blade-rod works. CRANK-SHAFT. In the Series III.B the diameter of ‘the crank-shaft journals has been increased from 3 in. in Series III.A to 3.5 in. in Series III.B. The width of these bearings has While advantageously increas- also been increased by .2 in. ee Se ee eet y roe - » are g ° ~ e ae heme eat a wee at ie - ea : =?) sy . i. ° ing the rigidity of the crank-shaft this alteration also has the effect of increasing the period of life of the main bearings. ; CRANK-CASE. The type of crank-case in use on the Series III.B differs fundamentally from the design employed in the Series IIL and ITI.A. Though the three-point suspension bearers are still re- tained so as to make the engine interchangeable as regards installation with the earlier series, the new crank-case is otherwise entirely different. It will be noticed that, whereas in the Series IIIT engine the joint of the top and bottom halves is along the centre-line of the crank-shaft, in the Series III.B the joint is now below the crank-shaft, and the caps of the bearings are fitted in the upper section of the crank-case instead of, as in the Series III, in the lower section. Obviously this removes all the main stresses from the lower section and ensures that torsional strains are not taken through the joint between the upper and lower sec- tions. The new. design provides a crank-case with the rigidity of an unsplit type without introducing the diffi- culties experienced with the latter when fitting the crank- shaft. At the same time the lower section of the crank- case can readily be removed for inspection and cleaning without disturbing the crank-shaft. REDUCTION GEAR. This has already been described in THE AEROPLANE and is of. the same type as that used on the Rolls-Royce “F” and “H” engines, with the exception that a flange mount- The crank-case construction of the Rolls-Royce Condor III engine. The crank-case of the Rolls-Royce Condor IIIB engine.

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794 ‘(Supplement to THE ARRopLaNe) Aeronautical Engineering APRIL 30, 1930 ing for the airscrew is provided in place of a _ shaft mounting. OIL CIRCULATION. . The usual Rolls-Royce system of using two oil pressures is used in the Series III.B. These two pressures are obtained by the use of a compound relief-valve fitted on the outlet side of the pressure-pump. This arrangement permits of a high, pressure being used for the crank-shaft bearings where it is essential. At the same time it en- sures that such parts as cam-shaft bearings are supplied only with what is necessary at low pressure. Thus it en- sures that the circulation of oil through the engine is cut down to the minimum. This is of the greatest importance in reducing the heat given up to the oil to a low figure. The value of this yeature will be appreciated by those who have experienced the difficulties encountered in providing adequate oil-cool- ing devices in aircraft installation. STARTING DEVICES. The Condor III.B can be fitted with a hand-turning gear, if desired. All engines are, however. equipped with a petrol- gas Starter-distributor, together with the necessary pipes and cylinder non-return valves normally employed in con- nection with the various air, or vapour, starting devices. PETROL PUMP. ; As with the “F” and “H” engines, a petrol pump of the gear type is fitted to the Condor III.B. CARBURETTER. As will be seen from the power and. consumption curves the Condor TII.B engine is one of the most eco- nomical engines in existence. This, while largely due to the excellence of the form of the combustion chamber, which permits of high compression, is also in a large measure due to the Rolls-Royce design of carburetter. This carburetter is provided with twin choke-tubes, and the jets are of the submerged type delivering into the air stream through diffusers. Control of the mixture strength to suit different altitudes is effected by hand by means oz a conical valve arranged in the fuel-passage from the float- chamber to each jet. An extra air valve is incorporated in the throttle so as to ensure maximum economy when flying under throttled conditions, and the success which this and the other features have achieved is, as stated above, very evident. THE PACKARD DIESEL ENGINE. Much has been heard of late about the Packard Diesel Engine, photographs of which have already appeared in THE AEROPLANE. The Packard Motor Car Company of Detroit, the manufacturers of this engine, have said little about their latest product until recently when Mr. L. M. Woolson, the aeronautical and research engineer, of the Company, read a paper describing the engine before a meeting of the American Society of Automotive Engineers at Detroit. The Packard Diesel is now being nut on the market and several types of American aeroplanes can now be bought with this engine. {Since this article was written Mr. Woolson has been killed in an aeroplane accident in the United States— Ep. ] For a long time there has been a general feeling through- out the Aeronautical World that sooner or later an internal combustion engine of the compression-ignition type must be produced for aircraft, and engine designers all over the World have been working hard at the problem. But the Packard Company must be given the credit for being the first to put such an engine on the market. Mr. Woolson opens his vaver by giving the dimensions. weight and power of the Packard Diesel Engine which is of the radial air-cooled type. The engine has nine cylinders With a bore of 4-13/16 in. and stroke of 6 in. This gives a displacement of 980 cub. in. (nearly). The engine is rated at 225 h.p. at 1,950 r.p.m., and weighs 510 lbs. The paper then outlines the differences between the Diesel and Otto-cycle systems of operation. It lays stress on the fact that the Diesel or compression-ignition system, in which the air is first compressed with a consequent rise in tempera- ture, so that when the fuel is injected and mixed with the heated air it fires, dispenses with the complicated and &, i 4 x, = w ate APRA Beis , ge ACS NAW. % aN <4 Mf} ay OT} lng & Hs. Fd f =< ( : & = A RADIAL DIESEL.—Sectional drawings ot the 225 h.p. Packard-Diesel radial trouble-making electrical ignition system which is neces- sary to the normal petrol engine. There are three outstanding features in the design of a successful compression-ignition engine for use in air- craft and in the first part of his paper Mr. Woolson Gde- scribes how these three features affected the design of the engine. First the compression-ignition engine must with- stand maximum cylinder pressures two or three times as great as those generally present in normal petrol aircraft en- gines. The compression ratio in this engine is about 16 to 1. Secondly there must be a high degree of turbulence in the cylinder so that all the fuel shall combine with the oxygen present, in the extremely short time available for com- bustion. In the ordinary petrol engine the fuel is well mixed with the air all the way from the carburettor right through the induction system. In the Diesel engine the fuel has to be correctly and thoroughly mixed with air in the cylinder during combustion. Thirdly the fuel pumvs and nozzles have to be designed to work over a much wider range of speed than had been previously practicable with Diesel engines. The first feature of very high maximum cylinder pres- sure makes the attainment of a good power-weight ratio a difficult proposition. Its high weight-power ratio has been the outstanding reason against the use of Diesel engines in aircraft. Various novelties in design and the addition of much simplification have enabled the Packard Diesel to show a weight-power ratio of 2! lbs. per h.p. : CYLINDER FIXING. The crank-case weighs 34 lbs. and is in one niece. The usual method of attaching the cylinders of an air-cooled radial engine to the crank-case is by studs screwed into the crank-case flange. These studs project through the cylinder og us ~A ~~ —. ---- Sap PIP ae a engine, (By Courtesy of the Journal of the Society of Automotive Engineers.)

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APRIL 30, 1930 Aeronautical Engineering (Supplement to THE AEROPLANE) 795 ANRYEN NS mr ~S | er i i HN a CSS ZU jis The Duchese of Bedford’s AFRICAN FLIGHT Successfully accomplished with the aid of SMITH’S Instruments “HUSUN” Aperiodic Compass K-L-G Sparking Plugs Captain Barnard wires: Smith’s Aircraft In- K.L.G. Plugs won- struments and Armour | Flew entirély by | derful not a misfire Wind Indicator helped ; Hughes splendid Com. | throughout flight. ensure successful pass.— Barnard. Congratulations. flight.— Barnard. Barnard. se ee eer er eee ene reese sees eset ee eee ee ee ease sees a rt FF Fee eaeeees ee eran eg FT ** FOO Hee eeeeeeeeeoeeee ert teenseeaoegeevoesaeteereea: Captain Barnard in '' The Datly Express,'’ April 12th, 1930 :— ‘We flew through vile weather in Southern France and Spain, BUT LITTLE'S NAVIGATION WAS WONDERFUL AND WE FLEW THE COMPLETE JOURNEY BY COMPASS. We encountered rain and hail and flew for hours without seeing the ground."’ eee serene th erences t es eee eee eee een esen see ee eeeesreseeeeee eo SF Beer FFF OSHC e OEP wearer den seseseeeeeeeaeeoe SMITH’S AIRCRAFT INSTRUMENTS branch of : S. Smith & Sons (Motor Accessories), Ltd., AVIATION INSTRUMENT SPECIALISTS, SOLE EXPORT DISTRIBUTORS FOR K.L.G. SPARKING PLUGS. SOLE AGZNTS FOR “HUSUN” APERIODIC COMPASSES AND .NAVIGATION INSTRUMENTS. 185, GT. PORTLAND STREET, LONDON, W.1. ‘telephone: Welbeck 7916 (4 lines). Telegrams: ‘‘ Airspeed, Wesdo, London.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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796 (Supplement to THE AEROPLANE) Aeronautical Engineering APRIL 30, 1930 flange against which the retaining nuts seat. As the light alloys which are used in crankcase construction have poor quali- ties of resistance to the shock loading which is character- istic of Diesel engines, this usual method of cylinder attach- ment would make necessary the use of a very heavy crank- case. In the Packard engine two circular hoops of alloy-steel encircle the cylinder flanges in contact with the crankcase at front and rear of the engine. These hoops are contracted by turn-buckles and so an initial stress is given to these noops which far exceeds the working stress set up by the explosions in the cylinder. Thus the crankcase is given an initial compression which it is well adapted to resist. When the engine is running these stresses are substantially reduced and at no time can tension loads be transferred from the cylinders to the crankcase. INERTIA STRESSES. Mr. Woolson says that the arrangements whereby the crankshaft and airscrew are protected from excessively high stresses are equally as important as is the construction which enables the crankcase to withstand extremely heavy loads. The maximum cylinder-pressures are more than ten times aS great as are the average cylinder-pressures in petrol en- gines during the working stroke. Means have been taken <o cushion the major parts of the engine from such high shock loading, and advantage is taken of the fact that the peak-pressures exist for a very short time in each cycle. The counterweights of the crankshaft and the airscrew are both flexibly mounted on the crankshaft and so a cushioning effect is interposed between the crankshaft and those parts which have a maximum flywheel effect. Thus the stresses in the crankshaft are greatly reduced and thus it can be built for a weight not substantially different from that of a crankshaft designed for a petrol engine. The counterweights instead of being rigidly bolted to the cheeks of the cranks are pivoted on them and are located oetween powerful compression springs. When the crank- Shaft is suddenly accelerated the weights lag slightly be- hind and the peak-pressure has passed before the weights are solidly driven again. For the same reason the hub of the airscrew floats on an extension of the crankshaft. The driving effort is sup- plied by a two-armed driving member svlined to the crank- shaft. The driving member transmits the effort through jugs which are integral parts of rings clamped to the blades of the airscrew. The driving member has two rubber blocks «Oo each arm between which each driving lug is confined. The high degree of turbulence required in the engine has deen obtained by shaping the inlet port, which is placed to one side of the head, as a flattened venturi, and arranging it tangentially to the bore of the cylinder. This gives the in- coming air an extremely rapid whirling motion. At high engine-speeds the circulation of the air in the cylinder per- mits of one revolution of the mass of air round the circum- lerence of the bore in the time available for combustion, -Say .004 sec. at 1,800 r.p.m. Each cylinder of the Packard Diesel has a combined nozzle and fuel-pump unit. This arrangement avoids the troubles that are likely to arise with a multiple pump placed some- where remote from the cylinder-heads and connected to them by comparatively long capillary tubing. Such an arrange- ment is likely to have trouble from surges of pressure and the trapping of air. After these explanations Mr. Woolson details the con- struction of the engine. CONSTRUCTION. The crank-case is a one-piece magnesium-alloy casting of rather large diameter, into the front face of which is forced a forged steel container. This has, at the front end a deep-grooved ball-bearing which takes both the airscrew thrust and the radial load at this point. At the rear of this container and immediately in front of the forward crank is a roller-bearing. The crank-shaft is of the normal split type but has, as already explained, specially pivoted counterweights. The after part of the crank-shaft is also carried in a roller bearing. This is supported by the diaphragm. which is immediately in line with the rear cylinder retaining-hoop in the same way as the front of the crank-case is immediately in line with the front retaining hoop. Behind the diaphragm are the gears for driving the valve gear and accessories. There is a rear cover casting which carries the oil and fuel circu- lating pumps, the starter. the generator and tachometer drives. The engine-mounting bolts engage integral bosses on the main crank- case casting. The connecting-rod assemb!y is conventional, with a and eight connecting-rods linked thereto by wrist pins. VALVE AND PuMP GEARS. The valve-gear and fuel-pump mechanism are placed at the back cf the engine and driven by two separate cam-rings, each of which has four lobes and each of which is driven at one-eighth engine speed in the direction opposite to that of the rotation of the crank-shaft. _The cams have an internal gear which meshes through idler gears with the crank-shaft. The valves and fuel-pumps, of which there ure one of each to each cylinder, are driven through rockers which master red make rolling contact with the cams. These rockers are mounted in pairs on a common shaft and make contact with plungers which move in forged duralumin guides. These are bolted to finished surfaces on the outside of the crank-case. The inner ends of the valve push-rods seat in hemispherical re- cesses in the rockers. The inner ends of the push-rods for the fue] pumps Ht in specially shaped grooves in their rockers. The latter push-rods are connected through a link-gear with a ring which slides in a groove in the diaphragm and can be rotated by the pilot. Move- ment of this ring will affect the length of stroke of the fuel pump because the inner end of the push-rod can be moved thereby along the groove in the rocker. The outer end of the rod is held in contact with the plunger. The lubricating-oil pump is mounted on the rear cover and is driven by spur gear off the cam idler-gear. CYLINDERS. The cylinders weigh 113 lbs. each and are of simple design. The cylinder head proper is formed integral with the cylinder barrel. As only air is drawn into the cylinder on the intake stroke a single valve can be used for both exhaust and inlet purposes. This contributes to the lightness of the cylinder as the cylinder is only weakened by one port. Because there is only one port this can be large. This nct only assures a full volume of air to the cylinder, but also offers but little resistance to the speeded-up air-flow caused by the venturi con- struction of the inlet which has been already mentioned. The cylinder heads are light aluminium-alloy castings which port the overhead valve-mechanism and valve-stem guides. also incorporate inlet and exhaust ports. Sup- They VALVES. The mechanism outside the crank-case for operatinz the valves is of the normal ball-ended push-rod and.rocker type. The rocker arms are mounted on roller bearings and oscillate on eccentrically mounted shafts. The adjustment of valve-tappet clearance is obtained by rotating the eccentric shaft. Each valve has twelve valve-springs of the multiple type already ce- veloped by Packards. This arrangement has twelve spindles which are placed at equal distance from, and parallel to, the valve stem. On these spindles are placed the springs. The idea is to eliminate the probability of failure and to assure the greatest possible security trom failure of individual valve-springs. Also the smal! size of valve- spring wire has physical properties superior to those of the larser sizes used with the more conventional forms of valve-spring. PISTONS. The pistons are made of aluminium alloy and are of more or less conventional design. They have, however, an eccentrically located pocket in the head which with the design of the inlet valve is re- sponsible for the high degree of turbulence. There are three rings to each piston. Two compression rings above the gudgeon-pin and one belcw. The gudgeon-pin is fully floating. FUEL INJECTION, The fuel-pump and nozzle assembly is a detachabie and changeable unit which is bolted to a flange on the rear of the cylinder by two set-screws. The circulating fuel-pump supplies fuel at low pressure to these units. The fuel-pump body is an alloy steel forging with a bronze cylinder pressed into it. The pump-plunger is made of heat-treated steel ana has a mush- room head which engages in a T-slot in a cross-head. This is moved by the tappet. The pump-plunger is returned by a compression spring which surrounds the cylinder of the pump. The fuel passes a fine-mesh screen before it enters the ports of the pump. Between the pump and the nozzle is a ball-valve which prevents any gases from the combustion-chamber entering the pump. The body of the nozzle is also an alloy-steel forging which is screwed to the body of the fuel-pump. The flange with which the unit is attached to the cylinder is an integral part of the body of the nozzle. The nozzle itself is an independent unit which is screwed into the nozzle body. The orifice is flared and into it seats a small poppet valve with a compression spring which is arranged to hold the valve, not against the nozzle, but an independent adjustable stop-screw. This valve is adjusted to be off its seat a few thousandths of an inch. This ensures atomisation and entire freedom from the formation of carbon. It also ensures the prompt emission from the system of any air that may have become trapped in the fuel. Each cylinder has an air-inlet pipe. For slow running this can te closed, and the requisite air is then drawn through the exhaust pipe. For starting in very cold weather electrically-heated incandescent- elements are fitted to each cylinder. Lubrication is on the dry-sump principle and all bearings are pos:- tively lubricated except the anti-friction bearings, gudgeon-pin bush- ings and cylinder walls, which are lubricated by splash in the usual] way. The bearings of the external] valve-rocker arms are iubricated when necessary by a grease gun. OPERATION. Mr. Woolson then outlines the operation of the engine. The single valve opens during the exhaust stroke and re- mains open as the piston. travels down from top dead-centre. Fresh air is thus drawn in through the intake. which is in the slipstream of the airscrew. Shortly after bottom dead- centre the valve closes and the air is compressed to about 500 Ibs. per sq. in. Its temperature is then raised to about 1,000 deg. F. About 45 deg. before top dead-centre the fuel-pump tappet starts to rise and the plunger of the pump is thus forced upward. As soon as the plunger of the pump has passed the inlet port the fuel trapped in the pump is compressed ane forced through the nozzle in a fine snray. As soon as this spray mixes with the super-heated air combustion begins. The amount of fuel injected depends uvon the length cf inter-

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_AFRIL 30, 1930 _ : Aer onautical Engineering (Supplement to Tur ietied 197 PILOT TESTING APPARATUS. As adopted in the R.A.F THE REID THE RED =| @?, ap$8_ | is now availakle to DOMINION AND FOREIGN GOVERNMENTS. The scientific economiser which has revolutionised selective and grading tests. | Sole Patentees and Manufacturers: REID & SIGRIST, Ltd. Canbury Park Road, KINGSTON-ON-THAMES, SURREY. *"Phone: Kingston 6272. Silvertown SPEEDOLENE P.4 LUBRICATES THE LONDON—CAPE TOWN AIR ROUTE. SPEEDOLENE P.4' being filled into oil tanks of Aircraft Operating. Company’ s Rhodesian Survey Aeroplane at Heston: prior to Mr. & Mrs. Alan Butler's departure’, for Cape Town. Engines: ‘Iwo “Jupiter XI’ Bristol Aeroplane Co. Itd. Aeroplane: Gloster Aircraft Co. Itd., Cheltenham. - CABLEGRAM VIA EASTERN. APRIL 15TH, 1930. DCA 37 CAPETOWN 21 15 Y - LCO VOLUMETRIC LN - ARRIVED CAPETOWN YOUR OIL GIVING COMPLETE SATISFACTION STOP YOUR REPRESENTATIVES AND ORGANISATION BOTH HOSPITABLE AND EFFICIENT EVERYWHERE — BUTLER. SPEEDOLENE P.4 ts issued under A.Il.D. Release Notes. Silvertown Lubricants Limited 16 Minoco Wharf West Silvertown E. Grams. Volumetric Silver London Phone: Albert Dock 1074 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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798 (Supplement to Tmg AEROPLANE) the stroke of the plunger above the position when the inlet valve is closed by the passage of the plunger. This amount of stroke is determined by the vosition of the push-rod of the fuel-pump in the slotted rocker-arm. As has already been explained this position can be moved by rotating a ring controlled from the cockpit. The injection of fuel continues until the piston is nearly at top dead-centre, thus the pressure in the cylinder is allowed to rise comparatively slowly until the maximum pres- sure is reached. At wide-onen throttle this is about 1,200 lbs. per sq. in. When the piston passes top dead-centre the gases expand in the cylinder until the valve opens at approximately 45 deg. before the piston reaches bottom dead-centre. The products of combustion are then forced out through the valve ana through the exhaust mainfold which is connected to the rear opening of the combined inlet- and exhaust-port in the cylinder-head. With the normal type of inertia-starter practically in- stantaneous starting is possible at all times. The throttle is held wide open while the engine is being cranked and no choking nor priming is required. The engine starts on its regular supply of fuel oil. In cold weather at reallv low temperatures the glow vlugs or heating elements must be used. The engine is stopnved by closing the throttle against a spring stop. This movement so reduces the travel of the pump plungers that no fuel is forced into the cylinders. The fuel generally used for this engine and found highly satisfactory is domestic furnace oil which costs about nine cents (4!d.) per gallon. This narticular grade of fuel oil is a refined product which has a gravity of 37 deg. Baumeé or a specific gravity of about .84. It is almost entirely free from dirt and impurities and is well suited for aviation use. The pour-point is so low that it will flow readily under any conditions so far encountered in experimental flving such as —20 deg. F. FLYING TESTS. A Stinson Detroiter six-seat cabin monoplane and a Waco three-seat open cockpit biplane have each been fitted with a Packard Diesel engine. Each has climbed to well over 18,000 feet with the engine behaving in a normal fashion. No special equioment of anv kind was used. "A NEW VICKERS COMMERCIAL AEKOPLANE. Vickers (Aviation) Ltd. are completing a very interesting commercial monoplane of high performance which is to be known as the Vickers Viastra. This machine is a high-wing braced monoplane of all- metal construction and is designed to be fitted with either a single Bristol Juviter, two Armstrong Siddelev Jaguars, or three Armstrong Siddeley Mongoose engines. The Jaguar- Major or the Cheetah can also be fitted. The fuselage has accommodation for two pilots, seated side- by-side ahead of the leading edge of the wing in an en- closed cockpit, and twelve passengers in a cabin to which special attention has been given to vrovide as noiseless and well-ventilated passenger accommodation as possible. Aft of the cabin is a lavatory, and two baggage compart- ments of 100 cub. ft. total capacity are provided. Should the machine be required for freight carrying purposes the passenger seats may be easily removed. The undercarriage is of the divided tyoe with very wide track. The wheels are vrovided with hydraulically-operated wheel-brakes and the tail is suovorted on the ground by an Oleo-sprung castor tail wheel. In the two- and three-engined versions the wing engines are mounted below the wings at the extremities of the wing bracing struts and drive tractor airscrews. The vay-load of the Viastra varies according to the power- plant from 2,050 lbs. to 2,460 lbs. as a landplane, and from 1,160 lbs. to 1,530 lbs. as a seavlane. The tov speed at sea level varies from 131 to 167 m.p.h., and the cruising speed from 115 to 147 m.p.h., according to the engines fitted. The best maximum sveed is got with the Armstrong Siddeley Jaguar-Major engines, but with three Armstrong Siddeley Cheetah (or double-Mongoose) engines this sveed is only reduced by two miles ver hour on a range of 300 miles. A NEW LINE OF RESEARCH. Those who remcmber Dr. A. P. Thurston, now a well- known patent agent, as one of the vioneers of aeronautical science in the very earliest davs of flying will also remember some interesting expveriments which he made with birds’ wings, varticularly in relation to the study of the alula, a kind of thumb on a bird’s wing which seems to have an effect somewhat similar to that of the Handley Page slot. During the War Dr. Thurston was in the technical branch of the R.F.C, and R.A.F., and had a good deal to do with the develoving of steel construction. ~ Since he has had more time to himself Dr. Thurston has been engaged in trying to discover whether some still better means of controlling aerovlanes and of increasing the lift of aerofoils can be evolved than anvthing known at present. Aeronautical Engineering APRIL 30, 1930 In the normal way when an aeroplane with a petrol en- gine is climbing, the engine revolutions will decrease. This can be remedied to a certain extent by using the altitude ad- justment and making the mixture poorer. Nevertheless, for any fixed position of the throttle, engine sneed decreases with increase of altitude. With the Diesel engine however if after taking off the throttle was closed to the cruising position, as the machine climbed so the engine speed in- creased. Mr. Woolson summarises the advantages claimed for the Packard Diesel Engine under the headings of reliability, fire risk, reduced fuel consumption, reduction of fuel costs, opera- tion not affected by temperature and the elimination of radio interference. He claims that the engine is inherently far more reliable than the petrol engine because firstly there is no electrical ignition system and secondly each cvlinder has its own fuel system. Failure of any fuel pump would not affect the other cylinders. At no time has the starting of a fire been possible with this fuel under conditions which simulate the result of a crash or an accidental breakage of the fuel line in the air. The accidental ignition of the fuel oil has proved impossible during thousands of hours of testing the engine on the ground and in the air. Mr. Woolson says that a conservative estimate of the weight saved by the reduction in the consumption of fuel is 20 per cent. by weight and 30 per cent. by volume. There is also a considerable reduction in the fuel-costs, both be- cause less is used and because the fuel is much cheaper than petrol. The Diesel engine is not affected by either abnormally high or abnormally low air-temperatures, as is the case with the petrol-engine. The latter has a tendency either to pre- ignite or deteriorate under the first condition, and under the second the carburettor tends to form ice and choke. Finally the absence of electrical ignition removes the source of that interference which is such a nuisance to wire- lessly-equipped aircraft. An extensive system of shielding is necessary to prevent such interference on aircraft with the normal vetrol engine. Mr. Woolson savs that such shield- ing reduces the efficiency of the normal ignition system and renders it far more liable to failure. One hopes before long to be able to give more detailed particulars of Dr. Thurston’s investigations. All that can be said at vresent is that he has evolved a member which is disvosed at or near the leading edge of a plane which member normally lies flat along the leading edge but automatically swings clear and allows a rotating device to come into operation when the angle of incidence becomes excessive,—very much as a slot opens and becomes. effective when the machine is on the verge of stalling. According to Dr. Thurston’s experiments if his rotor “thumb,” or rider-plane, is mounted so as to turn on an axis transverse to the leading edge, the stalling angle may be delayed as much as 20 degrees and the maximum. lift may be very much increased. The princivle involved is highly ingenious, and really seems quite simple. So further experiments will be awaited with considerable interest. MAGNETO SETTING ON JUPITER ENGINES. Bench and flying tests have shown that by altering the standard magneto setting on Jupiter engines, except Series IV, the smoothness of running may be improved, the cylinder temperature lowered and the liability to detonate decreased. Air Ministry Notice to Aircraft Owners and Ground Engineers No. 10 of 1930 draws attention to this alteration and says the standard setting of 42 deg. is altered to one o* 35 deg. before top dead-centre. These readings are taken with the contact-breaker in the fully advance position. TECHNICAL EQUIPMENT. [The Technical Report of the Aeronautical Research Com- mittee, 1928-29, in two volumes, vrice £1 12s. 6d. and £1 10s. each resvectively. Published by H.M. Stationery Office and obtainable from THE AEROPLANE Book Dept., Cannon House, Pilgrim Street, E.C.4.] The first volume contains the Report of the Aeronautical Research Committee for the year 1928-29 which was reviewed in THE AEROPLANE for Sept. 25, 1929. The rest of the volume contains all the. revorts and memoranda relating to Aero- dynamics which have been vublished during the year. The second volume contains the R. and M.’s, dealing with Control, Stability Slots and Pilot Planes, Spinning, Strength of Construction Materials, Engines and General, which have. been published during the year. These volumes provide the best method for filing the technical information issued by the Aeronautical Research Committee during the year, in the form of R. and M.'s. The volumes have an index so that the necessary revorts can be easily found. Naturally they will find their way into every aeronautical reference library. They should also be vart of the technical equipment of every aircraft design office.

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Pen Aeronautical Engineering supptoment to Tux amoramm - 199 Evidence of high standard of our Aircraft Tubing is shown by its ex- tensive use by the leading Aircraft Constructors. Reynolds Tubes are manufactured to all specifications in any of the following forms: Round and Special Sections. Taper Gauge for Axles, etc. Manipulated Tubes of all descriptions including Built- up Components (Welded). Anything in Steel Tubing for Aircraft. REYNOLDS TUBE CO., LTD., HAY HALL WORKS, TYSELEY, BIRMINGHAM. , : | | ‘HABERSHON STRIP’ | | delivery FRAMEWORK OF THE is a feature of Brown R101 Brothers Ltd. service. Our large and compre- hensive range of parts t ‘ U and accessories enable SPECIALISTS IN THE ROLLING us to fulfil practically | | | all orders from stock. ’ AND HEAT TREATMENT Stocks include : OF AIRCRAFT STRIP AND inl _ | Dupalumin Bolts, : | SHEET STEEL. Nuts, and all Standard Parts.’ BrownBro : - || | J. J. HABERSHON & SONS, LTD., m= Wied Lonvanies —- ° | ; HOLMES. MILLS, THOM BROWN BROTH rm | & ~ Guat cn onde SEO An OTHERS ROTHERS Ln . | a “ROTHERHAM. GREAT EASTERN STREET, LONDON, E.C.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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800 (Supplement to THE AEROPLANS) Aeronautical Engineering APRIL 30, 1930 THE GLOSTER A.S.31, AIR SURVEY MACHINE, which is being used by the Aircraft Operating Company for their survey contract in Rhodesia, is equipped with —— -— oo —— Se ee en ee ZaA\N jal Ask for the Palmer Brake Book—Post Free. THE PALMER TYRE LIMITED, Contractors to the Admiralty, War Office and the Air Ministry, 100-106, CANNON STREET, LONDON, E,C4. ~ (649) KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS, | ieee Google

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APRIL 30, 1930 The Aeroplane 801 THE LIGHT AND THE FLYING CLUBS. THE HESTON EASTER TOUR. AEROPLANE ' [By A SPECIAL CORRESPONDENT. ] Vienna, April 23, ’30. : Her2 we all are in Vienna, the Heston Spring Tour, having a splendia time, but I think I had better begin at the begin- ning, or I shall get all mixed up and be sure and forget some of our doings! As you know, 20 light aeroplanes started off from Heston on April 17, and 20 light aeroplanes all got to Douai in time for lunch. Not bad going for the first day. We had a good flight across the Channel. 12 minutes, as there was a following wind. Lympne were splendid about signalling us out, but Calais didn’t rise to the occasion nearly so well, and though lots of people seemed tou be running about in lots of directions we couldn’t get a clear signal, though we circled round and round for about five. minutes. We did our duty, however, and decided it was their pidgin if they hadn’t seen us. We only took Once over France the weather became perfectly beastly. Bumps—hail—sleet, etc. But when we got to Douai all our woes were soon forgotten in the warmth of the reception awaiting us. We were received most cordially by M. Jacques Bréguet, as president of the Aero Club of the North of France, and a number of other kind friends, and were taken to a large hangar, which was beautifully decorated with French and English flags. There we found tables groaning under the weight of champagne, and were toasted and welcomed in French and English by people we know and people we didn’t know, until we felt quite overwhelmed. M. Bréguet then made a really delightful little speech in English, and to the great relief and gratitude of the whole party Mr. Nigel Norman responded in French with what was evidently an equally good one, to judge by the applause. After this we expected to continue the journey to Brussels, but were told that this reception was only a curtain-raiser to the main event, which turned out to be a luncheon given by the Société Générale des Huiles de Petrole (connected with the Anglo-Persian Oil Co). like a banquet than a lunch, and was a most splendid affair, but was all done in such a cheery and informal way that we thoroughly enjoyed ourselves. There is no space to tell the names of all the charming people who were there, but when finally we tett Douai, about 5 p.m., we were really sorry to leave so soon, and we shall long remember Douai the hospitable. We had a good flight to Brussels, and found M. Maurice Lippens, the Minister cf Transport, waiting to receive us at This proved to be more. ..ON TOUR.—Salzburg and the Alps, as seen by the Easter Tourists. the Aerodrome. He gave us tea in the Club-house of the Club des Aviateurs de Bruxelles, which his daughter has just started. She is the only lady pilot in Belgium, but we did not see her, as she was away at the Wasserkuppe, learn- ing to glide. He told us that he had been at a Cabinet Meeting all the afternoon, and kept on getting messages that “three English aeroplanes had landed at Douai,” “5 E.A.s had landed at Douai.” “6 E.A.s had landed at Douai,” etc., and he wondered if we had all had forced landings at Douai, until he got the message that “20 English aeroplanes have started for Brussels.” He said that this was too much for him, and Cabinet Meeting or no Cabinet Meeting he had to come and meet ‘us. Next day we woke to find impossible flying conditions, and had to stay on another night in Brussels. We had a very jolly time, however, and were most kindly entertained by the Club des Aviateurs to an excellent luncheon, which they organised on the spur of the moment. They say it’s.an ill wind that blows no good, and the bad flying weather was good for us, because when we went to the aerodrome the captain of my ship reported weak com- pression in one cylinder, and it was found that we had a cracked cylinder-head. This has not yet been accounted for, and it is such an unlikely flaw in a Gipsy engine that no Spare head was carried. They telegraphed to Heston at once to send a new head out by Imperial Airways, and before 11 next day it was there, and by 5 p.m. the engine had been reassembled and we were all ready to start,—thanks to the efforts of the “ground staff” and Mr. Cantril, who was always ready to lend a hand when anybody was in difficulties. Most of the others had left that morning for Frankfurt, but Captain Baker had to stay behind owing to magneto trouble, and two other planes stopped there, too, and came on later with him. When we left Brussels at 5 p.m. we thought we should be able to get straight through to Frankfurt and join the others before dark, but as we-went south the weather got more cloudy, and at 7.30 we were still over the Taunus mountains, and realised that we could not make Frankfurt, or even Wiesbaden, before the light failed. I didn’t like it a bit! And when the captain said that he was going to land I thought ‘of all the stories of wolves I had read about in my youth. However, all was well, and he found a big open patch of ground on the side of a hill -——-——

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302 The Aeroplane APRIL 30, 1930 and in a few minutes we were safely down in what proved to be a wheat-field, though the light had failed so quickly that we could not see the surface until we were down. In this country the high-tension cables are a trouble in a forced landing, and in the first field we tried we found cables right across it,j—which we were told next day carried 50,000 volts and supplied the whole district. We found that we were axle-deep in the soft ground, so we picketed the machine and decided to leave it for the night. We were just wondering where we could find a house in this apparently desolate region, when three figures came running up in the dusk. Within 10 minutes we had well over 100 people round the machine. There proved to be a big village in the valley below. They had heard the engine and had run out in time to see us swoop down to land. The excitement was great, as they had never seen an aeroplane before, except in the sky. So again it was a case of “it’s an ill wind.” They were all very kind and helpful, though none of them could speak English. We got four men to take turns during the night in keeping watch over the plane, while we went off to the village to try and find a telephone so that we could let the rest of the party know where we were. There were, however, no police, no ’phone, no telegraph, and no car. But finally we got hold of a farm lorry and drove into Mainz, where we spent a comfortable night and from where we phoned Mr. Norman. Next morning we went off to Wiesbaden Aerodrome to get help, aS we expected some trouble in getting the ’plane out. We got the Surprise of our lives to see as we drove up to the gate our own bird landing! en ‘ Se aed | te se 5 ee Pe, : rs é maloy P £ MS ad Ps * if} to ey) ; Se aT ; ‘ A GERMAN FLY-HAVEN.—The aerodrome at Dresden on a festival day. We found that Mr. Norman and Mr. Haward, of the B.A.I.G., without saying a word to us, had gone off about 7 a.m. to look for the ’plane, had found it, and found a field nearby in which they had landed. Then, with the man-power of the village they had pushed our ’plane up to a field from which Mr. Haward had just managed to take off! It was one of the most pleasant moments of the whole trip to find it there, and we were very grateful to the two good friends who were responsible. We then took a car and went up to the mountains to settle our debts with the farmer and the men who had kept guard. We found them all very nice to deal with and most fair in their demands for compensation. This held us up for a day, but next morning we got up at 6 a.m. and followed the others to Friedrichshafen, where we were shown the Graf Zeppelin by Captain Lehmann. The previous evening the party had been entertained to dinner in the Zeppelin itself, and had been most kindly received by everybody. They say that many of the officers entertaining them had been in bombing raids over London, and that the stories they told of their adventures were really thrilling. We all found in Germany and Austria that the feeling towards the English is very friendly, and certainly the people who entertained our party could not have been more kind and hospitable wherever we went. Some of the party went to the Dornier Works, across the lake, and were full of the wonders they had seen. But we arrived too late. In the afternoon we all flew to Munich, and that was one of the finest flights we had. The weather was ideal,—bril- Digital Google

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ApriL 30, 1930 The Aeroplane — ee ——- } i anaes TT ee oe ee Sime = (MTA Aan ce 2 2S en n., mes PO! GO Fs Z ea 2: Z a SRE ea a we A —~<— — J<~r) VICKERS “INTERCEPTOR” (BRISTOL ‘‘ MERCURY’' ENGINE). A high speed single-seater fighter with an exceedingly rapid climb for the interception of enemy aircraft at high altitudes. METAL CONSTRUCTION INCLUDING WING COVERINGS. ‘(Built under Vickers Wibault patents.) DESIGNED=AND CONSTRUCTED TO THE ORDER OF THE BRITISH AIR MINISTRY. _AIRCRAF T&GEMERAL CKERS i tevien a Works: (AVI ATION) LIMITED, VICTORIA 6900. BYFLEET ROAD, : Telegrams : . WEYBRIDGE. VICKERS HOUSE, VICKERS, SOWEST. SURREY. . BROADWAY, LONDON, S.W.1. LONDON. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 803 ee 4

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804 The Aeroplane APRIL 30, 1930 liant sunshine and visibility of anything from 50 miles upwards. We flew along the edge of the snow-capped Alps, which towered up above our right, and on the left the great plain stretched for mile after mile, a glorious green after the Winter rains. There were very few real villages to be seen, but every mile or so one saw little clusters of red-roofed cottages looking unbelievably clean and peaceful. On the German plain the roofs of the cottages were all red, but when we got into Austria we noticed that they were almost all white, and the change was quite striking. That night we slept in Munich, and many kind people came to welcome us at the aerodrome. In the evening we were the guests of the Munich Aero Club, who gave us dinner at a charming cabaret, where we all thoroughly enjoyed ourselves. Next morning they came to see us off, and two of the members flew over to Salzburg to lunch with us. Again, this flight was ideal and the weather perfect. The Aerodrome at Salzburg is just at the foot of the Alns, and the view from it is about as beautiful as anything could be. We only had a couple of hours there, but were all in love with the grand old town, and hope to return some day to visit the salt-mines, which we hear are most interesting. After lunch we flew to Vienna over the foot-hills of the Alps. Bad landing-ground but magnificent scenery. Vienna from the air is a fine sight, with the Danube stretching across the plain as far as one can see. There is much argu- ment avout whether the Danube is blue. Up to the present it has been called every colour under the sun except pink, and the question is still under debate. We had rather an anxious time when we got in last night, as Dr. Whitehead-Reid and Mr. Denman, in the Klemm, had not turned up before dark and had been seen last going over the Alps. But they teiephoned to say that their engine packed up and they had to make a forced landing, but no damaye done to the ’plane or crew, so all’s well. London, April 28, ’30. The last bit of news was that we had had a few anxious hours waiting for news of Dr. Whitehead-Reid and Mr. Denman, who were last seen going over the Austrian Alps in their Klemm on their way to Vienna. Well, they joined the party again next day and then told us a really delightful story of their adventures. Their en- gine had suddenly packed up while they were over this somewnat unpleasant country and they made a good land- ing. To their astonishment they found they had evidently been gifted with a kind of homing instinct, for they had landed in the middle of an Englishman's property. The owner was delighted to see them, gave them a splendid dinner and put them up for the night in his home, which was a beautiful old haunted castle, rebuilt in 1500! It really sounded too good a story to be true, but they assure us that it really was so. They found that the magneto drive of the Siemens was all chewed up, and they were quite unable to fly the machine again, but the Klemm people were very decent about it and lent then: another Klemm so that they could finish the tour with the rest of the party. Some of us spent two days in Vienna, where we had a wonderful time, and then we followed the rest of the party on to Prague. The weather on this lap was extremely bumpy, but when we got to Prague all was forgotten in the warmth of the welcome awaiting us. The Aero Club of Czechoslovakia were our hosts and entertained us to a really marvellous luncheon. The pre- vious night they had looked after the other half of the party in the most wonderful way, even refusing to allow them to pay their hotel bills. And all were presented with the badges of the Club. After lunch, or I should say about 5.30 p.m., we set off for Berlin, but some of us came down for the night at Dresden as the light was failing and we thought Tempeihof might be difficult to find in the smoke of Berlin so late in the evening. Next morning early we flew on to Berlin, where we re- joined the rest of the party. We found at Tempelhof that the aerodrome authorities had hoisted the English flag in greeting,—which we all thought a very gracious and charm- ing compliment. Some of us were also surprised and amused to be greeted by a little hare which sat in the middle of that huge aero- drome and twiddled its ears at us. It sounds ridiculous, I know, but it really is a fact, and quite a number of us saw one or more hares,—though, as everybody knows, Tem- pelhof is almost in the centre of Berlin! The whole party was entertained at luncheon by the Aero Club of Germany, of which Herr von Kehler is the President and Herr von Hoeppner the charming Secretary. Our hosts were all most kind and gave us a delightful party in their beautiful club rooms. On Saturday the rest of us went on to Amsterdam, only stopping for lunch at Hannover, but some of the party went by way of Dessau, where they were shown over the Junkers Works. We flew from Berlin to Hannover in blazing sun- shine, which we had had most of the time on the trip, but after Hannover we all got into beastly weather, thunder- storms and low clouds, and by the time we got to Amster- dam we all had some difficulty in finding the aerodrome, which was pretty well hidden in mist. But the aerodrome manager, Mynheer Dellaert, had the beacon lights switched on foi us, and as soon as we landed a party of these kind and hospitable people took charge of us and gave us tea ana a cheery little party in the Aerodrome Restaurant. Then, more wonderful still, they presented each member of the party with a copy of the latest THE AEROPLANE, which they had had specially sent out from England for us. It was a funny sight to see the whole party sitting at tea on the Amsterdam aerodrome all silently reading THE AErRo- PLANE instead of talking to our hosts. ; Then we found they had chartered a special boat for us, and they took us by Canal to the City. When we got on board the mist was swirling all over the country, and it was very cold, but our hosts seemed to think of everything, and as soon as the boat started we were each given a glass of Bols, and funny little cheese sandwiches, to keep out the cold. ‘They say over there “A Bols a day keeps the rheum- atism away.” One thing we have all noted for future reference is that one should plan to get to the Amsterdam aerodrome early in the day, except in the Summer months, as the mists creep up very quickly in the evenings at this time of year, and the surrounding ground is so intersected with canals and aykes that a forced landing would be most unpleasant. That evening we were again most kindly entertained to dinner, and next morning when we went back to the aero- drome we were shown the new Giant Fokker and the Southern Cross, which were both in the Fokker hangar. AT BERLIN.—Sq. Ldr. The Hon. R. A. Cochrane’s Wid geon, and a Gipsy-Moth.

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AprRiL 30, 1930 CAPT. G. DE HAVILLAND Captain Geoffrey de Havilland, O.B.E., A.F.C., F.R.Ae.S., who taught himself to fly in 1908, prob- ably has more successful types of aircraft to his credit than any other designer. And the great aircraft firm he founded nine years ago now produces, in the Moth. light aero- plane, a machine holding more world’s records than any other light aeroplane made. It is significant that among the oils recommended by the makers for use in the Gipsy engine is Duckbam’s Adcol N.P.5 —in itself a striking tribute to this New Process oil. . But it is a fact that Duckham’s N.P.5 fulfils, and even surpasses, the requirements of the R.A.F’.—the most exacting test in the world. Duckham’s ‘Adcol for better lubrication, — Addechisement of Alexatder pickhew & Co., Lid.,. 6, B Broad Strect ‘Place, E.C.2. The Aeroplane 05 EE OO AIL A series of air achievements in which K.L.G. Plugs played their part ‘Photo “The Aercplane™ GREAT TLANTIC FLIGHT PLUGS The first direct flight across the Atlantic by the late Capt. Sir John William Alcock, K.B.E., D.S.C., and Lt. Sir A. Whitten- Brown, K:B.E., in a Vickers-Vimy Rolls fitted with K.L.G. Plugs. FOR PERFORMANCE—NOT PROMISE A 101 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS Sa alm a Eh a a Te a

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806 The Aeroplane APRIL 30, 1930 SOME OF THE OUnIGUG —A group at ‘Lempelhof with some of their hosts. The acrodrome itself is excellent, and the lighting arrange- ments for night landing must make it like day, as there are huge flood-lamps all round the border and a beacon tower, which is brilliantly lit up with white and red lamps. ' The people at Amsterdam refused-to-let-us -pay for boats, or cars, or hangars, or landing fees, or refreshments. And the Customs officials never. looked at our luggage. On Sunday morning we flew to Ostende for lunch and it was a delightful flight as-we passed over the tulip-fields round Haarlem and then right down the coast. The tulips are in full flower now and the whole country looked like a great patchwork ‘quilt of brilliant colours. The scent on the ground must be quite overpowering, be- cause at almost 2,000 feet the whole air was heavy with it! At Ostende Mrs. Cleaver rejoined the party. She had gone from Friedrichshafen to England'in the Graf Zep- pelin, and had been met at Cardington by Mr. Cameron with her Moth, in which she flew to London on Saturday night. On Sunday morning she flew to rae and came back with the rest of us to Heston. After lunch came the return hop across “ The Ditch ” and the weather was so clear that over the French coast at 3,000 feet we could just see the outline of England. A few minutes only and we were over Kent, and very pleased to see our large English fields under us once more, instead of the little strips of Northern France and Belgium. At Heston, where we all arrived within a quarter of an hour, we all found friends waiting to welcome us home, and we personally were very lucky, for to our great pleasure we found four of the London Aeroplane Club birds waiting for us, and we were able to finish our tour in a very cheery spirit as they all “formated” us back to roost at Stag Lane. So ends the Heston Spring Tour, the best holiday any- body ever had. And we all feel that we owe a great elbule to the reliability of the Light Aeroplane. Tie WANDERERS’ RETURN. “Except for the kindness of the people en route the tour was singularly lacking in incident.” This remark was made by one of the returning Heston Club air tourists and adds force to the old adage that no news is good news, because there was difficulty in learning anything in their absence. Of those who made:a short tour with the party and re- turned during the week, J. D. Turner landed at Heston on Easter Monday. Messrs. P. A. and W. D. Wills came back in G-EBOI (Cirrus-Moth) on Tuesday, and G. H. Ambler arrived in his Gipsy-Moth. A couple more -Moths returned - on Wednesday, viloted by W. D. McPherson, who left Miss McPherson -to follow next day in the Desoutter with Mr. and Mrs. F. A. I. ‘Muntz, and Mr. Hofer whose passenger was Miss Trevelyan. The Desoutter duly turned up on Thursday, as did Mr. J. R. Bryans in a Gipsy-Moth, and Lord Malcolm Douglas-Hamilton in Moth G-AAEB. Mr. H. Peake and Fit. Lt. R. L. R. Atcherley, flying the Bluebird; .G-AAUU, made their trip into’ a short cruise by flying the complete circuit two.days-faster than the rest. They got back on Friday. : Mr. W. R. D. Perkins got in on Sunday with Mr. ‘Haward, who flew with him from Ostende after accompanying the tour from Cologne onwards with Mr. A. H. Downes-Shaw in his Moth. Mr. Downes-Shaw chose to remain at Brussels for a while longer on the way home. Lord Clydesdale and Mr. Noble, in Moth G-AAKE, also came in on Sunday. Sq. Ldr. the Hon. R. A. Cochrane, who had joined the party in the Widgeon, G-EBRO, felt a little off-colour, and elected to. stay awhile in. Berlin on the return trip, so Mr. J. iL Shand stonvped there as well. Sunday’s arrivals include all the rest of the ‘party : ws Cantrill and Mr. Williams in . Gipsy. Moth, G-AALX; Nigel Norman and Miss Norman in Gipsy-Moth, CAAT: : Capt. V. H. Baker and Mrs. Richard Baring in Gipsy-Moth G-EBYK; Mr. and Mrs. J. W. P. Chalmers in Gipsy-Moth G-AACO: J. Cameron and Mrs. Cleaver in Gipsy-Moth G-AAVY; Dr. Whitehead Reid and Mr. R. P. G. Denman in a Siemens-Klemm and Mr. H. Gordon Selfridge, Junr. a in Gipsy-Moth G-AASU. AN AIR RALLY IN DORSET. On May 10 the Parnham Country Club, Beaminster, Dorset, is organising an Air Rally. to which certain favoured aviators have been invited. Prizes will be given for the first and second to arrive after a fixed hour. Parnham was the home of the late Capt. W. B. Rhodes- Moorhouse, V.C., R.F.C. It is an historic Tudor mansion, The Air Rally and the subsequent events are being organised by Miss Sicely O’Brien, to whom application should be made at 282, Earl’s Court Road, London, S.W.5. THE SHERBURN MEETING. National Flying Services Ltd. are making a special effort to attract private owners of aircraft in their arrange- ments for the Yorkshire Air Pageant on May 10 at Sherburn- » in-Elmet. and landing fees will be waived. A Yorkshire Air Race of 30 miles, a balloon-bursting com- petition and an “All Forms of Transvort” race provide variety for the spectators and vrize money for the winners. Visiting Pilots will not be charged housing fees, | Other attractions will be the invariably fine aerobatics of — Flt. Lt. H. M. Schofield, with both Moth and Desoutter, in- . dividual aerobatics, demonstrations of the Comper Swift and the Autogiro, and a parachute descent by Mr. John Tranum. | THE FOURTH ASHWELL-COOKE COMTETITION. The next Competition for the Ashwell-Cooke Cup will be held at Lympne at 15.30 hours on Sunday, May 4, when the Cinque Ports Club hope to have a much bigger attendance and many more competitors: than .at previous meetings. BOOKS FOR THE CLUBS AND THE PRIVATE OWNER. oer free. THE R.A.F. FLYING TRAINING MANUAL - Part I.—Flying Instruction. Part IIl.— Applied. Flying. Part IIJ.—Seaplane Flying. THE ART OF FLYING. Norman Macmillan PILOT’S .“A” LICENCE. -J.°F: Leeming LEARNING TO FLY. -F. L. Swofter: PRIMER: OF AIR NAV IGATION. H.. E. Wimperis. ELEMENTARY METEOROLOGY. | . W. H. Pick. J 9 MANUAL OF RIGGING FOR AIRCRAFT 2 3 THE. AIR TRAVELLER’S' GUIDE ‘TO -EFUROPE: Norman Macmillan. . A REGISTER OF CIVILIAN AIRCRAFT RB L. Preston. , 2 9 = —_ on) COOH OW 10 6 THESE BOOKS AND: !MANY ' MAY BE HAD FROM THE AEROPLANE BOOK DEPT., CANNON HOUSE, PILGRIM STREET; E.C.4. OTHERS Complete list post free on application.

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Aan 36, 1930. The Aeroplane set . | 7 ; 7 SL> i —_ : pe CA by) ‘\ : — —— oe ——— sow 7 EEBA Zz SS S=— Se BE — a > line thin, 7? we / Bg ~ Non - Periodic t.e. If the Magnet - System be deflected to any angle and be then released it overswings the position of equilibrium once only by a few degrees ani then promptly returns to its position of rest. Extremely Quick & Dead-Beat in Action Luminous & Non-Luminous Si Atom Ane beoPe* Approved by . “ Made in two sizes for Solo Flying and for Passenger ’Planes. Air Ministry J for _ : Civil Aviati ‘Pteare write] KELVIN, BOTTOMLEY & Bairp, Ltp., canoe er ita 18, Cambridge Street, Glasgow. Imperial House, 11-15, Air Street, Regent Street, London, W.1, J THREE MORE CATERPILLARS! e) ~ > ce) a. = < .°) D OQ << S ze bam | 7) \e) ™ Q @ = w Q = ~ Mu) Oo IRVIN AIR CHUTES THE STANDARD PARACHUTE IN THE ROYAL AIR FORCE. These officers have now become members of | ! the INTERNATIONAL CATERPILLAR CLUB, | | making the total membership over 260; Irvin: l i Air Chutes saving each life. : ae ie a a a a a a | IRVING AIR CHUTE OF GT. BRITAIN, LTD, Telegrams : Irvin, Letchworth. LETCHWORTH, HERTS. Telephone: Letchworth 370. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. od! Pe ee, ea ee oy cess ee ee oe ee

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208 The Aeroplane APRIL 30, 1930 AUTOGIRO |] READING AIR | : PAGEANT Premier event won on | Miss W. E. Spooner, flying a D.H. Gipsy Moth, at the Reading ic Air Pageant won the wet evice for starting the rotor biades. | ‘|| Berks, Bucks and Oxon The Autogiro constitutes the first practical | Challenge Cup. solution of the problem of completely | | trolled flight. ° ee tae Miss Spooner used the It ensures safety. | New “ BP,” the same It cannot stall. | as can be obtained from any pump with the shield-shaped globe. It can ascend and descend in a small area. oa For further particulars apply to: vo ANGLO-RERSIAN Olt, CO UID CIERVA AUTOGIRO COMPANY Ltd. | saa BUSH HOUSE, LONDON, W.C. 2. Telephone; Temple Bar 2561, ne” oF KINDLY MENTION "THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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Aprit 30, 1930 FOUR YEARS’ TRADING. If one examines for the years 1926-27-28-29 the figures which show the value of exports of Aeroplanes. Engines and Parts which have been manufactured in Great Britain and Northern Ireland, quite a healthy state of affairs is revealed. The most convenient way to examine these figures is in tabular form, so they have been divided into two groups: Exports to Foreign Countries; and Exports to British Dominions and Colonies Overseas. FOREIGN COUNTRIES 1926 1927 | 1928 1929 | NG Value \No.| Value |No.| Valve jNo.{ Value Aeroplanes | 34, £76,804 | 27 |£31,515! 75 | £86,821 (211 £293 883 Engines ...)117'£125,993] 73 |£54.042 90 | £56,307 954 |£329,879 Parts... .... (£51,998; 1£57,951; /£108 826! |£387,633 ee 1926 1927 ites 1928 | 1929 | No.| Value |No.! Value iNo.| Value !No.| Value Aeroplanes | 9 | £6,510 | 18 |£20,772) 45 | £44,371 (3 14/£509,655 Engines 3 | £2,060 | 17 (£13,788, 12 | £4,175 ‘1941£173,659 Parts ... ... £22,390 ‘£26,093 £34 746 | £461,958 _ The first thing that strikes one is the enormous increase in 1929 over the preceding years. The figures go up by leaps and bounds. In every instance they are over double the best previous figures. In some they are over ten times better. The next thing that becomes apparent is that the British Colonies and Possessions have for the first time become better customers than foreign nations. This is true of the total exports, of aeroplanes and of parts, but not of engines. British aero engines have a very large sale abroad. In 1929 Russia bought over £36,000 worth, Sweden over £12,000, Denmark over £22,000, Germany over £18,000, Holland and her possessions over £60,000, Egypt over paras Japan over £23,000, and the United States over The last-mentioned country brought with this money just over 300 engines, so their purchases would mostly seem to be engines for light aircraft. There are only three British territories whose purchases are over £10,000. These are British India with over £46,000, Australia with over £63,000, and Canada over £39,000. There were seven big foreign purchasers of complete aeroplanes. These were Latvia which spent over £15,000, Spain over £20,000, China (exclusive of leased territories such as Hong Kong) over £16,000, the United States over £48,000, Chile over £41,000. Bolivia over £48,000, and the Argentine Republic over £46,000. The biggest British purchasers of complete aircraft were the Union of South Africa with over £20,000, British India over £140,000, Australia over £173,000, New Zealand over £31,000, and Canada over £121,000. MORE AERODROMES FOR AUSTRALIA. The latest issue of The Aviation Bulletin, published by the Vacuum Oil Company Pty., Ltd., in Melbourne, Australia, takes the form of a special Landing Ground Issue, and it is @ most stimulating example of just that kind of enlightened Selfishness which is going to benefit aviation—not to men- tion the far-sighted company which exhibits it. Landing facilities have far more bearing on the safety of flying than any improvements in aircraft or engines that are likely to be made within the next year or two. This is a point that is often overlooked, and in view of the very elementary equipment needed to make a safe alighting spot in the midst of a desolation of death-traps the time has come for some interested party to get selfish enough to move mn the matter. This is exactly what the Vacuum Oil Co. is doing with energy and effect. The leading article in the special issue of the Bulletin points out the urgent need for more fields. in order to give the benefits of air travel to those places which have most to gain therefrom: and they are the districts grimly de- Scribed as “ out-back.” . _ The country town without a landing field will shortly be in the position of the backward village without a garage, at which the motorist carefully avoids stooping. and leaves it his dust rather than his money. In comvany with the Louis Coen Wireless Pty., Ltd., the Vacuum Oi] Co. recently Sponsored a campaign for a landing ground near every town. and visited 270 of them. To every community willing COMMERCIAL AERONAUTICS. The Aeroplane _ | on to provide a field they presented a wind-indicator, and tne effect was even more striking than might be expected. The article lays emphasis on the inexpensiveness of be- ginning an airport, provided that it is done early and a few reasonable precautions are observed. The requirements of a landing field are not drastic, and if the site is chosen while land is cheap it can be developed gradually from the wind-sock up, so to speak. The Ballarat aerodrome is an excellent example, because it has been made into an exceedingly good landing ground at an initial cost for clearing, grading, etc., of about £150. Full information on ground-markings, with diagrams, is included in the article which cordially invites the city fathers of any ambitious community to apply to Vacuum Oil for further advice. The second half of the special issue contains a list of nearly 300 landing grounds in various parts of Australia, indicating for each one whether it is licensed, whether under municipal or private control, emergency or regular, its ap- proximate location and its characteristics. A more useful document for casuals of the air, or any other kind of aviator, is hard to imagine. The modern sport-vilot is less familiar with forced land- ings, thanks to the reliability of modern engines, than his pioneer forbears were, and he flies machines which land faster; therefore to him the sight of a wind indicator is as water in the wilderness. It indicates interest in his wel- fare and brings peace to his soul. His kind will wish the enterprising Vacuum Oil Co. not only good luck in their philanthropy but also abounding success of the more sordid and oleaginous variety.—rF. D B. OPINIONS WANTED. The following letter is commended to all those who wish to advance the vrogress of Aviation. Opinions will be wel-. comed, and those which seem to be of value will be pub-. lished :— Sir —In your issue of Mar. 26 there is an editorial com-. ment, over the initials T. J.. apropos the disaster at Ocean Side. It raises a subject on which one finds it difficult to think dispassionately—that of fire following air crashes. The following is an attempt to treat analytically the ques- tion of where to put the petrol carried in an aeroplane. One may, I think, safely start from the assumption that. if on crash the petrol tank bursts, and the petrol catches fire, the whole machine will be enveloped in flames so rapidly that all hope of saving the lives of passengers or crew is extremely remote. This would appear to be the case no matter where the petrol is carried. If this is so, safety efforts should be con- centrated entirely on the avoidance of fire following crash rather than on minimising the consequences of fire once it has occurred. Now, the only source of ignition on board an aeroplane is, to all intents and purposes, the engines themselves, and therefore, to minimise the risk of outbreak of fire it seems clear that petrol should be vlaced as far away from the en- gines as possible, and with as little chance as possible of being splashed over the engines in a crash. If, therefore, in any given machine the designer is faced with the alternative of placing the petrol tanks either near the engines or near the passengers, I think the latter alter- | native must be preferable. This seems to be a typical case in which the dictates af instinct and reason are in complete conflict. It would be interesting and instructive to have the com- ments of your readers on this point of view. My own prin- cipal reaction to this unpleasant subject is that aeroplanes should be designed, not with a view to scientific crashing, but with a view to scientific avoidance thereof. (Signed) M. L. BRAMSON. THE LATEST AIR YACHT. The Supermarine three-engined monoplaine flying-boat recently built for the Hon. A. E. Guinness by the Supermarine Aviation Works, Ltd. is the most luxurious air vehicle yet turned out in England. This flying yacht. which was de- scribed in THE AEROPLANE Of Feb. 26, is beautifully finished inside with all the amenities of a sea-going vessel, and has sleeping berths, wardrobes, a bathroom, and a cook’s gal- ley, as well as a lounge. The latest photograph of it appears on the front cover of THE AEROPLANE this week. An important item in the eaquioment is a comprehensive wireless installation. Mr. Guinness has already owned 2 flying-boat of large size—a Supermarine Solent which he bought in 1927. He equipved that craft with a 150-watt Marconi A.D.6 aircraft transmitter and receiver. In the new vacht he has installed a Marconi half-kilowatt AD8&

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816 The Aeroplane APRIL 30, 1930 type, enough for reliable two-way communication with aero- aromes, coast stations and vessels at sea up to 400 miles. A direction finder of the Marconi A.D.16 type will make navigation possible in bad visibility and a Marconiphone o: Type 35 will provide entertainment from British and Con- tinental broadcast programmes. Irrespective of the last entertainment item. which is purely luxurious, the wireless equipment is a vitally important thing in this day and age. All-weather travel, which a yacht of such pretensions, even though of the flying kind. must be adle to tackle in the day's work, cannot be attempted with any safety without good wireless. THE SEAL OF OFFICIAL APPROVAL. The D.H. Gipsy Two engine has been officially approved by the Air Ministry as airworthy in the Normal Category for use in civil aircraft under Air Navigation Regulations and Directions. The Gipsy Two passed the tyne tests at a rating of 105 h.p. at 2,000 r.p.m. at sea-level in February of ‘nis year. THE DEATH OF MR. WOOLSON. On Apr. 23 an aeroplane flew into a steep hill near Attica, N.Y., during a blinding snowstorm. Among the three persons killed was Mz. L. M. Woolson, the aeronautical and research engineer of the Packard Motor Company. He was the designer of the Packard Diesel Engine which is now being put on the market and is the first Diesel aero-engine to be manufactured for sale. THE LONDON TERMINAL AERODROME. ANALYSIS OF FIGURES FOR WEEK ENDING APRIL 19. trips per Day.—Sunday, 13: Monday, 25; Tuesday, 27; Wednesday, <3; Thursday, 34; Friday. 32; Saturday, 30. IMPERIAL AIRWAYS LTD.: London—Egypt—India: London—Le Touquet—Paris—Basle—Zurich : London—Ostend—Brussels—Cologne and return: Machines 63, pas- Sengers 455, freight 19 tons. India Route: Inward, passengers 0, mail 595 lbs.; outward, passengers 2, mail 621 lbs. ‘Az2 UNION: Paris—London: Machines 49. passengers 190, freight 11 tons. K.L.M.: Amsterdam—Rotterdam—London: freight 10 tons. SASENA! Brussels—London: Machines 23, passengers 68, freight 3 tons. D=zUTSCHE LuFT HANSA A.G.: Amsterdam—London: Machines 26, passengers 23, -LILTSCELLANEOUS : British machines 5. passengers 3. Foreign machines 0, passengers 0. Total number of trips by British machines, ‘sengzers. Machines 28, passengers 101, freight 4! tons. 68. carrying 458 pas- Foreign machines, 126, carrying 384 passengers. COMPARATIVE FIGURES. Week ending April 19: Machines, 194; Passengers, 842; Crews, 506; Total personnel, 1,343. ‘Corresponding week, 1929: Machines, 159; Passengers, 919; Crews, 315; Total personnel. 1,234. ‘Corresponding iceek, 1928: ANALYSIS OF FIGURES FOR WEEK ENDING APRIL 26. Trips per Day.—Sunday, 13: Monday, 24: Tuesday. 34; Wednesday, 2). Thursday, 28; Friday, 33; Saturday, 33. IsreerraL AIRWays Ltp.: London—Egypt—India: London—Le Touquet—Paris—Basle—Zurich: London—Ostend—Brussels—Cologne and return: Machines 61. pas- sengers 452, freight 17 tons. India Route: Inward, passengers 4. mail 620 lbs.; outward. passengers 2, mail 747 lbs. Ai2. UNION: Paris—London : SelM : Amsterdam—Rotterdam—London : freight 8! tons. ‘SABENA? Brussels—London: Machines 18, passengers 44, DEvuTSCHE Lurt Hansa A.G.: Amsterdam—London: Machines 25, passengers 25, freight 34 tons. MISCELLANEOUS : ; British machines 9, passengers 9. Foreign machines 0, passengers 0. Total number of trips by British machines, 70, carrying 461 pas- sengers. Foreign machines. 125. carrying 399 passengers. COMPARATIVE FIGURES. Week ending April 26: Machines 53, passengers 220, freight 114 tons. Machines 29, passengers 110, freight 3 tons. Machines, 195; Passengers, 860; Crews. 494; Total personnel, 1,354. ‘Corresponding week, 1929: Machines, 174; Passengers, 975; Crews, 384; Total personnel, 1,359. ‘Corresponding week, 1928: CROYDON NOTES. If some hard-working pilot, striving to turn an honest penny, had flown a passenger for hire and reward over the Cup Final at a height sufficiently low to distinguish the patterns on the Huddersfield spectators’ cloth caps (600 to 800 feet for some of the bolder new season cappings) he would have been guilty of serious civil disobedience. On landing aiter the crime he would have been seized by armed tvrmidons and in a suit of gyves. shackles and fetters would have been transported to Gwvydyr House with all ‘Speed in a plain van. Probably the appropriate penalty for this offence is forty shillings or life imprisonment in cellars hundreds of feet below the pavements of Whitehall, in which dreadful places they keep the mouldering records of advantageous Aviation Enterprises nipped in the bud at birth. As no pilot was ever known to have 40s. in the lump, his fate would have been sealed. Apparently you have to be a German Airship or a coffee- coloured gent of mummified appearance in gold-rimmec classes. a bath towel and slippers, before you can get away with Civil Disobedience within the British Empire. Ordinary biokes trying such on Boat Race night always seem to end up abruptly in Vine Street, and the only example of a hunger-striker on such an occasion was one who could not look his breakfast-egg in the face anyway, so he was appropriately fined by the beak and thrown out on his ear. Spry sometimes wonders what would happen if he so far tampered with the Nation’s supply of thirst-provoking con- diment as to heave a lump of rock salt at a village Constable or provocatively fry a slice of Cerebos over a spirit lamp cutside Gwydy: House? Ah well! What's sauce from a Goose is O.K. from a Ghandir, as the old proverb says. The mysterious birth of Aerodrome slang, which includes such tnonstrous terms as “Sky Harbour” for an Aerodrome in America, is illustrated by the christening of a combinea roller and tail skid invented by the Fokker Works and fitted to several K.L.M. machines. This device, by the way, looks like being eminently successful, and it has certain virtues which neither tail wheel nor tail skid possess, especially in very soft ground. Anyhow, as roll means roller in Dutch and ski means ski in some Norse tongue, the device was called the Rollski bv some earnest etymologist and was immediately re-christened “the Polish leg’’ by some ribald pilot, and there you are. Mr. Mockford, one of our very oldest inhabitants, who has been nigh eleven years in Air Ministry employ at Hounslow and Croydon. is leaving his post as Wireless Supervisor to go to the Marconi Company in a fortnight’s time. Mr. Mockforda has been very largely responsible for making the standard of wireless communication higher than that of most, if not all, European aerodromes, and he will be very ecreatly missed by numerous friends at Croydon. One of the Imperial Pilots. not exactly possessed of a Devil, buc at least haunted by a poltergeist or troll, had his car break its back springs near Martlesham (ominous spot) at the crack of dawn recently. Malign influence caused the back wheels to lock like a Chubb safe, and he had to walk eight miles muttering, “A Horse, a Horse, my Kingdom for a Moth.” He also said, “Ick! Ick!’*many times. Eventually, being due to take the 10.15 machine, he reached civilisation by about 9.45 in time to ’phone and say he could not compete The same gentleman had an incredible creature in a crate aS passenger a day or two later, with enormous eyes and long turr; arms with pink palms to the hands. When in- cautiously let loose it hitched its lengthy tail to a roof-beam, climbed up same. and went to sleep. It is thought to be an Assyrian Afreet or a Gadarene Ghoul. The pilot is to be exorcised and bathed in Condy’s Fluid, when it is hoped he will be made whole and in his right mind. A Control Tower Officer having passed gloriously in every other subject in the recent Navigation Examination. failed dismally in ‘“ Legislation,” the thing that he knew most of all about. According to an Evening Paper with the usual outlook on Aviation matters, certain Indian agitators were burning piles of gents’ suitings made of foreign cloth, when an aero- plane circled overhead, causing some panic, but nothing serious happened. Presumably the journalist who wrote those lines expected it to fly to pieces or go off pop. Fancy an aeroplane fiving, and nothing serious happening Dear, dear, what a surprise! . In THe AEROPLANE of April 16, under the heading “A Happy Ending.” a statement appeared to the effect that K.N.I.L.M (Royal Netherlands-Indies Air Lines) have re- ceived permission from the Indian Government to use various aerodromes from October 1, and that the K.N.I.L.M. would therefore begin fortnightly flights to the Dutch East Indies. The K.N.I.L.M. is a sister company of the well-known European K.L.M. (Royal Dutch Air Lines), but the activi- ties of the K.N.I.L.M. are confined to operating air lines in the East, which incidentally are highly successful. It is the well-known European K.L.M. (Royal Dutch Air Lines) which nas organised and will operate the Air Mail route between Holland and the Netherlands Indies. K.L.M. pilots. all of them well known on the European air routes, will flYV K.L.M. aircraft to and fro on this mail route, and it cannot be too clearly stated that. except for the heip from the sister company in the Netherlands Indies on arrival. etc., the whole organisation and operation of this highly important air mail link will be in the hands of the K.L.M. (Roval Dutch Air Lines).—Spry. -

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Apriz 30, 1930 The Aeroplane 81t Saipan — Seni neit at deans Hity Oe de ee Geet ce | A new edition of our Catalogue of Special Sections of Weldless Steel | Tubes is now ready _If you have not had your copy, please make | application This Catalogue shows nearly 800 different Special Sections, including British and American Standard Streamlines q . ACCLES & POLLOCK. Ltp \ eee : BIRMINGHAM a ae Figs sine PO RS aa io Sa nag OSE es BE Dan oy eee nee en ae ar SES SS Coe Pa AUTOMATIC SLOT CONTROL ‘* Personally, speaking from 2,500 hours’ experience in France, India and South Africa, I never want to fly a machine again that is not fitted with slots.” Captain Hedley Ford, Southern Rhcdesia. 24th October, 1929. HANDLEY PAGE, LTD., Telephone: - Cricklewood, Telegrams : Hampstead 7500. LONDON, N.W.2. Hydrophid, Crickle, London. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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“MUD AND SAND.” A sensational new film is now showing in England, free of charge, to any one who can make out a good case for being really interested, through the courtesy and enterprise of the Goodyear Tyre and Rubber Co. (Great Britain), Ltd. Its theme might, for publicity purposes, be described as an exposure of soft spots in the aircraft industry. but actually it demonstrates the Goodyear Air Wheel, a spokeless, large- volume, low-pressure pneumatic wheel. According to the film, pilots in its native country call it the “ feather-bed.” We beg leave to doubt that, as we have ‘met Several over there who refer to it as the “ doughnut,” a much more apt comparison, because that comestible is ‘characterised on the far side of the Atlantic by a hole through its middle, and otherwise by the same compressi- bility and rubbery resilience which it possesses in any other country. In spite of Staging, which is inevitable in a film of which the purpose is to show off a product to advantage, the pic- ture is still a striking demonstration of an admirable gear for soft ground. What it will do on hard surfaces is left to the imagination, but it is difficult to see what real draw- backs it could show there as compared with the mud and ‘Sand of the picture. Aircraft are shown “ground looping” in safety with Air Wheels, but with violence enough to wine off high-pressure tyres and buckle wheels. Goodyear wheel-brakes quite obviously give powerful control on the ground. . The spectator sees a Whirlwind-Pitcairn hovelessly bogged fo the axles in spite of full throttle and a band of wind- blown pushers. A Fokker Super-Universal, equipped with Air Wheels, institutes the necessary insulting comparison by taking off, landing and ultimately taxi-ing in a circle round the bogged craft without difficulty or outside assist- ance. Finally, after the high-pressure tyres and their wearer has been hauled ignominiously away, the heavy transport is seen rolling over the same spot, leaving broad shallow tracks with its dumpling-ish wheels. The central portion of the wheel consists of a hub only, so the demonstration, very Clearly photographed by a camera strapped under the bottom wing, of a take-off and landing with a slit tyre, is one of the most striking parts of the film. Suck a take-off would scarcely be necessary, but landings after a puncture may be called for any time, and the ease with which both were effected with no more than deflated rubber flapping round the hub was quite a revelation. The makers do not claim that shock-absorbing legs can ‘ be dispensed with when the Air Wheel is used, but none of the demonstration machines on the film used any other means of giving resilience to their undercarriages. The weight of the Air Wheel is greater than that of the normal type but the drag is said to be less. The picture did not ‘show an aeroplane actually taxi-ing through deep sand, probably on account of the poor Visibility that would re- sult, but towing tests through sand showed the same ability of the Air Wheel to ride squidgily over surfaces that would engulf ordinary tyres.—r. p. B. THE PHILLIPS AND POWIS ANNIVERSARY. Easter Monday was the first anniversary of the Phillips and Powis School of Flying. Starting with one Mark 1 Moth, the school has developed to such an extent that eight Mark II and Gipsy Moths are now in commission. Ae them are painted in the school colours of cream and yellow. : Instruction has been given to 300 pupils and 16 “A” licences obtained. And at least 6 others have completed ‘solo flights and are ready to pass their tests. Hours flown for the year total 1,200, a number the school hope to exceed greatly during the coming year, in view of the instructional flying rates being reduced to £2 an hour. Mr. W. S. Giddy is the Chief Instructor and Mr. J. H. A. Wells assistant. In addition to instruction, the school is open to air work of all kinds—pleasure flying and taxi work. The Company also runs an efficient workshop capable of repairing all types of aircraft, and a Sales Department which has been successful in selling several new and second- hand light aeroplanes. WHAT WORK MEANS. People who think that making aerodromes merely consists in pulling up hedges and chopping down trees will be en- ~ USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUGHOUT THE WORLD. BAAN GPALVURPE OD FO IPELIPFICATION 3.V.3. BY. - THE AERONAUTICAL & PANEL PLYWOOD C® £7 218/276, KINGSLAND R° LONDON.E.2. 5 The Aeroplane Apri 30, 1936 lightened by a few facts taken from a letter from Mr. C. P. Hunter, of James Hunter Ltd., of Chester, who are the constructional engineers for a number of the new aerodromes which are now being made in this country. rer Referring to the new Fairey aerodrome, which has an area of 150 acres, Mr. Hunter says that when his firm have finished their work he and his men will have travelled not less than 20,000 miles over its surface. To sow it and roll it alone they have to travel all of 750 miles, and there are over 60 miles of drains in the area, simply as an advance scheme. But the result is an aerodrome over which a car can travel at 50 miles an hour. : AS USUAL. Mr. C. D. Barnard cabled as follows to K.L.Gs. :— K.L.G. Plugs, Putney Vale. London: Your plugs wonderful not a misfire throughout flight. Congratulations.—Barnard. Titanine-Emaillite Ltd, the makers of the World-famous “ Titanine ’’ dope, have received the following cable :— Your dope quite unaffected by tropical heat and heavy rains ex- perienced on flight.—Barnard. ; These cables were sent from Cape Town immediately after the arrival of the Fokker F.VII, The Spider, in which Her Grace the Duchess of Bedford, Mr. C. D. Barnard and Mr. R. F. Little made the record flight from London to Cape Town in 93 days. HELPING Spear reigink Sere The Air Ministry have placed witl e Br omson- Houston Co. Ltd. a contract for the supply of MAZDA Lamps for 3 months—or such longer period as the Ministry may desire. We all hope that the result may be the enlightening of sundry obscurities which hamper progress in the Air House. Also we hove that the B.T.H. veople will soon come into the public view with a comprehensive system of lighting such as is needed on aerodromes and air routes before air transport can be considered commercially successful. _ There are many excellent systems in use in other countries, notably in Germany and in the United States, and the time has quite come for some really intelligent British firm to lighten our aeronautical] darkness. No firm is better quali- fied for such work than is the B.T.H. SILVER WINGS. . A very pleasant ’busman’s holiday can be spent by avia- tion people in a visit to a performance of Silver Wings, the musical comedy at the Dominion Theatre. The aviation part of it, which concerns an attempt to fly the Atlantic ending in a forced landing through a roof in Mexico, shows none of the usual theatrical ignorance when dealing with flying. epaees is a story that when a certain well-known aircraft manufacturing firm were asked to supply an aeroplane for the production, they replied coldly that their machines did not crash. According to the programme the aeroplanes are supplied by the Brooklands School of Flying and, naturally, are very good ones indeed. Any machine might be excused for crashing in such a thunderstorm with the added attrac- tion of the fetching Mexican chorus among whom it de- scends. The whole show is amusing and the music very good. A NEW COMPANY. SPARTAN AIRCRAFT LTD. was registered as a ‘“‘private’’ company on April 26, with a nominal capital of £110,000 in £1 shares. The objects are to take over the whole issued share capital of the Simmonds Interchangeable Wing Co. Ltd., and the whole of the undertaking and assets (including the trade mark ‘‘Spartan'’) of Simmonds Aircraft Ltd., to adopt an agreement with O. E. Simmonds and C. F. Simmonds, the holders of all the issued share capital of the Simmonds Inter- changeable Wing Company Ltd., and to carry on the business of manu- facturers of and dealers in aircraft wings, aeroplanes, seaplanes, flying-boats, hydroplanes, airships, balloons, flying machines and air- craft of all descriptions, ships, vessels, engines, automobiles, cycles and vehicles, etc. The first directors (to number not less than 3. nor more than 7) are: A. S. Chambers, Woden House, Goring-on- Thames, chartered civil engineer. J. de C. Ballardie, 2, The Terrace, Richmond, C.A. O. E. Simmonds, ‘' Holmfels,"’ Woolston, Hants, aero- nautical engineer. H. H. Balfour, address not stated. W. D. L. Roberts, address not stated. L. A. Strange, address not stated. Subject to certain ‘‘vacation’’ clauses in the articles, O. E. Simmonds Shall be a director during the whole or such part of a period of five years, as he shall be under contract to serve the company in any other capacity, and there is a similar provision with regard to years. W. D. L. Roberts and L. A. Strange for a period of three E.C.1, -MALLITE PLYWOOD Solicitor: H. Davey, 47, Parliament Street, *

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ApriL 30, 1930 The Aeroplane British eo pe yt Al aircratt fitted with cirrus HERMES enone 105/115 hp. full particulars from | Simmonds Aircraft Limited Southampton 2ATTTITTTTMTTTTMTMEHTHHUNMMOMT ioe CUSTOMS : pili 2! tHe SWIFT 2| SINGLE < =| SEATER euli-Cuctens facilities are available AT HESTON Ma =| = | Hire Purchase This /s one of many reasons =| rn ereaaeed for making feston your home = | aerodrome; olhers are- Service, =| Loc k-up hangars, Restaurant, easy =, COMPER AIRCRAFT ool ie access. /o London. S| RenopROME * eUONDON | AIRWORK UNITED 7 W/HESTON AIR PARK oo ae 3 HOUNSLOW MIDDLESEX = aT HAYES 410. : "AW ne etre ec cee AN = KINDLY MENTION * ‘THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 813

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814 The Aeroplane Aprit. 30, 1930 PERSONAL NOTICES. DEATHS. BARRON.—At Heliopolis, Egypt, on April 23, as the result of a fiying accident, Francis Slade Barron, Plt. Off., R.A.F. Mr. Barron entered the R.A.F. with a short service commission in November, 1928. After a course of flying training at No. 4 Flying Training School, Abu Sueir, he was posted in November, 1929. No. 47 (Bomber) Squadron, Khartum. BONHAM-CARTER.—On April 24, at Halton Camp, Bucks, the re- sult of an accident, Peter Richard, elder son of Air Commodore and Mrs. I. M. Bonham-Carter, aged 17. CHARLTON.—On April 25, at Cranwell, as the result of a fiyin accident, AC.1. Leslie Edward Charlton, R.A.F. COAN.—On April 14, at Canonbury, London, Robert William Coan aged 66 years. [Mr. Coan was one of the pioneers of aluminium castings in this country. From the earliest days of motoring *‘Coan Casts Clean Crank-Cases’”’ has been a catch-phrase. Personally he was an excellent example of the _ self-made business man,—cheery, amiable, dead Straight. and as keen as they are made. He is a loss to the com- munity.—c. Gc. G.] DAVIS.—At Heliopolis, Egypt, on April 23, as the result of a fiying accident, AC. Cyril Fred Davis, R.A.F. FEARN.—On April 25, at Cranwell, as the result of a flying acci- dent, Sjt. William Henry Fearn, R.A.F. SPEAKMAN.—On April 26, at Aberdeen, Eric Peter Speakman, The Walmsleys, Leigh, Lancs, and the R.A.F. Club, London, aged 32 years. MARRIAGES. MACKAY—ELLERSHAW.—On April :25.. at Wymering Church Cosham, Malcolm Bruce Mackay, R.A.P., younger son of the late the Rev. E. B. Mackay, to Katharine Ellershaw, third daughter of the Jate Brigadier-General W. Ellershaw, R.A. VAN OPPEN—BURGESS.—On April 19, at South Kensington, Ernest C. van Oppen, R.A.F., to Maud Burgess, of Cottingham, Market Harborough. WEST—McEACHRAN.—On April 22, at Birmingham, Fit. Lt. R. W. Gordon West, R.A.F. (retired), to Mary Charlotte McEachran. WISEMAN-CLARKE—PEMBERTON.—On April 26, at Knightsbridge Fit. Lt. Freke William Wiseman-Clarke, R.A.F., son of Mr. and Mrs. Wiseman-Clarke, of 61, Cadogan Square, S.W.. to Cynthia Mary, Gaughter of Major and Mrs. Pemberton, of 6, Bedford Gardens House Campden Hill, W. NOW ON SALE. The MAY issue of AIRWAYS The monthly magazine of popular aviation, contains in addition to all its usual features A LIGHT ’PLANE G&G PRIVATE FLYING SUPPLEMENT. ee 6 oe 9s areas ety | Oe ee —— _ Get there first f Fake un ¢ TL F RS aix taxi « BIRTHS. FATIRWEATHER.—On April 23, at Eastchurch Cottage, Foxon Lane, Upper Caterham, to the wife of Fit. Lt. J. MacG. Fairweather, D.F.C., R.A.F.—a son. GROOM.—On April 11, at Quetta, Baluchistan, India, to Maisie. wife of Flt. Lt. V. E. Groom, D.F.C., R.A.F.—a son. JONES,—On April 20, at Leasingham, Lincs, to Nowelle (née Billings), wife of Flt. Lt. Philip Jones—a son. LOWIS.—On April 21, at 37a, Porchester Terrace, W.2, to Lallie Lee, wife of Lt.-Cdr. G. L. Lowis, A.F.C., R.N. (retired)—a daughter. TEGNER.—On April 27, at 17, St. Mary Abbott’s Terrace, to Helen, wife of Henry Stuart Tegner—a daughter. SCINTILLA AIRCRAFT MAGNETOS FOR ALL TYPES OF AIRCRAFT ENGINES. A fine reproduction of AIRWAYS’ 3-colour cover. PRICE ONE SHILLING MONTHLY. Annual Subscription: 14s. a year, post free. Obtainable from all newsagents or direct from the publishers AIRWAYS MAGAZINE, (Dept. 3), 6, NORFOLK STREET, STRAND. LONDON, W,C.2. SCINTILLA LTD., 14, Clerkenwell Close, London, E.C.1. NATIONAL FLYING SERVICES THOROUGH AND ADVISORY SERVICE ON INEXPENSIVE Wa \\ ALL AIR MATTERS. FLYING INSTRUCTION. | MAINTENANCE. AIRCRAFT SALE OR HIRE. INSURANCE. AIR TAXI SERVICE. Y end TOURS. COUNTRY CLUBS. NATIONAL FLYING SERVICES LID., GRAND BUILDINGS, TRAFALGAR SQUARE, LONDON, W.C.2. Telephone :—Gerrard 9316 (4 lines), Telegrams :—* Natfhying Westrand, London.” HULL; READING; LEEDS; NOTTINGHAM, AIR PARKS:

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APRIL 30, 1930 The Aeroplane 815 HISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words. 3/6; 52 insertions, 18 words, 3/-, 2d. per word efter. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. ’Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. | Aviation Consultants. GLIDERS QE COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free §/- Per 100 Very keen edge: suitable alike for the strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, New, fitted with Dominion 26 x 2} heavy tread tyres, and new tubes. Pair with axle, 70s. carriage forward; K.L.G. Plugs F.7, 2s. 3d.; Altimeters, 10s. 6d.; Shock Absorber, 5-8 in., 6d. per yard; Aero bolts, nuts, washers; etc., Tlb. bag, 4s. Above postage paid. Send for illustrated list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. ’ AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. . Moth wanted, any type—urgent. Col. Henderson, Croydon Aerodrome. Wanted a 3-seater Joy-riding machine witn C. of A. Stationary engine preferred. Reply Box No. 5816, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Wanted, Small flying-boat. Twin engines preterred. Apply T. C. Pattinson, “ Raaeswyke,” Windermere. AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service required in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Street, London, E.C.4. (Tele.: Central 2423:) This service is free to clients. Leading aeronautical firms use this specialised organisation. Md a has been built up by aviation experts. Write or phone. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Tel “Kinetogram Willroad London.” Contractors to the Admiralty, Air Ministry, War Office. , . CAR FOR SALE. a Two Litre 16 h.p. O.M. 6-cylinder, 1925, 4-seater completely overhauled and repainted February, grey with blue leather upholstery. Top 70, third 50, tours 50/55. Tyres good, taxed, many extra, £85. Apply Sq. Ldr. Haig, 107, Belgrave Road. S.W.1. Regent 1068. ——~ Unequalled Value Brilliant Performance and Absolute Dependability | ..s-make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S. A. Cable Address: WACO TROYOHIO Tg Ss aamarmcense ol as wy, AIR TAXIS. Air Taxis Ltd., Stag Lame Aerodrome, Edgware. ‘Phone: Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. Phone: Colindale 6183 and 6184. | National Flying Services Ltd. (See page 814.) Go by N.FS. ls. a mile; 1s. 6d. two passengers. AIRCRAFT FOR SALE. Brooklands School of Flying Ltd., £425, New Spartan. This machine now has top notch performance with new Clark “YY” wing section and new Cirrus III engine. Part ex- change or deferred payment. Telephone, Byfleet 437. Station, West Weybridge. Blackburn “Bluebird” side-by-side seating, all-metal con- struction. Price £795. Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. Complete Joy-Riding Outfit—Le Rhone Avro, new 1929, spare engine, machine and engine svares, field screens, light van; £200 cash, or accept £100 down and six monthly instal- ments of £20. - Bint. 181. Yardley Road, Acocks Green, Birmingham. D. W. Aircraft Co.; Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. — Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. Mark III Moth for sale. June delivery. I guarantee to make the best part exchange allowances for your old machine. Write, Col. Henderson, Croydon Aerodrome. | National Flying. Services Ltd. (See page 814.) Quick de- liveries. New or second-hand machines. ~~. Phillips and Powis Aircraft (Reading) Ltd Authorised Moth Agents. Immediate delivery. Unique hire-purchase terms offered. -Exchange ‘specialists. Several Mark Mf Cirrus-Moths for sale, prices from £360.—Reading Aero- drome. Sonning 114. a AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome Byfleet 391. Storage, overhauls, reconditioning. Lowest terms. AIB SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vie toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. ms. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. . PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautical Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2542, © > ; KINDLY MENTION “'THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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816 FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists in this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793 The old firm of Racing, Flying and Motor Clothing Fame, 19 and 27, Carburton Street, Gt. Titchfield Street, London W.1. (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, ’Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W D. Lenses), 12s. 6d. (previously listed 42s.). F. W.S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 358.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pattern, 7s. 6d.; cheap pattern, fawn colour, 4s. $d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; DB. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 94. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots, Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 62830 WAINWRIGHT?’S ‘hone, Museum 8280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-. 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 12/6. All-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted “Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles. clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A-F. Sidcot suits. 57/6. Chrome leather flying coats, 84/- to £8 8s. for special Catalogue. London, N.W.1. Trade supplied. Write Wainwright’s, 300-302, Euston Road. Opposite Warren Street Tube Station. Established over 30 vears. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single. texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern. 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable. fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-., pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money retunded if not satisfied. Full carriage must accompany all orders trom abroad. Special designs carried out. Trade supplied, write for quotations. D. LEWIS, . nr. (Dept. G) 124, GT. PORTLAND ST., LONDON. W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sheffield. The Aeroplane APRIL 30, 1930 PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fiy during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—2ls. for 28 days’ membership—low rates for instruction—per‘’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only 13 hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. ‘ LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 1s. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait ing. Particulars, Hon. Secretary, 22, Villa Road, Hands worth, Birmingham. National Flying Services Ltd. See (page 814.) Learn to fly. Fly when you wish. PHILLIPS AND POWIS SCHOOL OF FLYING.—£2 an. hour. Trial lesson 11s. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School—Reading Aerodrome, Sonning 114. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘“B” licences instruction arranged. Apply Secretar). Shoreham Aerodrome, Sussex. The De Havilland School of Flying, Stag Lane Aerodrome. Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrationg on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: “ Aviation” Byfleet. SITUATIONS WANTED. “ B Licence Pilot free week-ends, willing to do any job with commercial concern or private owner. Box No. 5815, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Rigger, ex-Sjt., R.A.F., “ A’ Licence, single-engined aircraft, requires post. Box No. 5817, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. TUITION. We offer sound Instruction in Aeroplane [esign, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “ Aeronautical Engineering” Booklet. International Correspondence Schools Ltd., 179, International Buildings, Kingsway, WC.2. Join N.F.S. MISCELLANEOUS. Air Ministry.—For disposal, a number of portable tents and hangars suitable for housing light aeroplanes or would also be useful as sports or caterers’ pavilions. Tender forms may be obtained on application from the Director of Contracts (C3b), Air Ministry, Kingsway, W.C.2. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ‘Phone 0365. Established business in connection important branch avia- tion wishes contact large financial group view expansion. Principals only. Box 5806, THE AEROPLANE, Cannon House. Pilgrim Street, E.C.4. For Sale, Barograph, British make, 8 vacuum chambers and recording drum. Metal case. What offers? Box No. 5814, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Partnership.—Active Partnership (or Directorship) desired in Aeroplane Manufacturing Business—can introduce sub- stantial capital—qualified Pilot—commercial experience in large Textile Works. Particulars in confidence to Rhodes and Stringer. Incorporated Accountants, 31, Manor Row, Bradford. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set.) Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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APRIL 30, 1930. The Aeroplane. AMPHIBIAN UNDERCARRIAGE fitted to a De Havilland GIPSY-MOTH. HOW IMMENSELY PLEASUREABLE FLYING BECOMES IN A_ LIGHT AMPHIBIAN MACHINE / Fit your light ’plane with a AMPHIBIAN UNDERCARRIAGE Write now for illustrated booklet. S|. SHORT BROS. (Rochester & Bedford) LTD., ROCHESTER “HEEEET®| London Office: 29-30, CHARING CROSS, S.W.1. ‘Phone: Regent 0378 » NN Fed Aerom.arine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. MORE ee ae a ee eS |

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The Aeroplane | APRIL 30, 1930 ( O V- se Engine xr pe put 4 { nent 5 * Stl fis pogsy earl t. INO adyus I ' ND rake:© yshout {hight é , ous ations: anxiety ran, gratulaurs .9 de whate’ el. Barnard. TO CAPETOWN IN TEN DAYS wo a 66 — 99 JUPITER ENGINE CAPTAIN BARNARD’S TRIBUTE TO THE “BRISTOL” JUPITER. “The Spider monoplane made a safe landing yesterday on the aerodrome here (Capetown) just ten days after leaving Lympne. The Duchess of Bedford, Bob Little | and myself have therefore the satisfaction of knowing that we have traversed the — before us. We owe this achievement to a large degree to the splendid functioning of our 500 h.p. ‘ Bristol’ engine, and Little's skilful navigating of the route.”’— Cable to ‘' Daily Express,’ April 22nd, 1930. ~ | | 9,500 miles of our journey quicker, by a substantial margin, than any human being } | | ‘ ys wy SX ’ ; THE BRISTOL AEROPLANE CO., LTD., -ELDMONS BRISTOL. - Printed for AERONAUTICS LTD., by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Published by AERONAUTICS LtD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILLY, LONDON, W.1. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, E.C.4. . Telephones: Editorial, Gerrard 5407; Advertising, Gerrard 6023; Publishing, Central 5822.

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822 | The Aeroplane May 7, 1930 are not actually State-owned, are on the whole, very much slower than they were 20 years ago, when they were in direct competition with one another and actually ran races from London to Scotland. The additional speed of the Duchess of Bedford’s flight to India and back, therefore, probably merely represents the difference between a private enterprise and a State undertaking. In using the: word “undertaking” one does not necessarily imply that any State enterprise would be better dead and buried, but perhaps the fact bears that impucation, and if so, let it stand. PROSPECTIVE COMPETITION. Be that as it may, the flight to India and back did demon- Strate the speed at which our Indian mails might reason- ably be carried. And no doubt, in due course, they will be carried at such speed, especially when a little competition with our Imperial Service arises as it is likely to do very soon. One hears already that two or three well-to-do operators have the idea of running what they are pleased to call, “pirate ’buses” from London to various points on the Continent, directly in competition with Imperial Airways. And from several fairly reliable sources one has heard that the famous Nairn Motor Transport firm, which for some years has been running a motor-car service across the Desert from Palestine to ‘Iraq, intend very soon to start an aeroplane service across to Baghdad and Basrah, also directly in competition with Imperial Airways. And, as we know, competition is always good for trade. The reasons why competition is good for trade are several. The first, and perhaps the most important, is that so long as one person or one firm has a monopoly in any line of business, the firm or person so favoured is rather apt to go to sleep, especially if protected by a tariff-wall or a subsidy. AS soon as a competitor appears, then the first favoured person has to wake up and do something really strenuous, especially if the competitor happens to be peculiarly energetic or restless. The second reason, which is very nearly as important, is rather a matter of mass psychology. If one person tries to sell you anything, you stop to consider whether you shall buy it at all. If half a dozen people try to sell you half a dozen different types of the same thing, the question you then ask yourself is not, “ Shall I buy it?” but “Which shall I buy?” Consequently, if one firm is trying to sell air transport to a nation, or to one particular community, then that firm has to convince the community that air transport itself is a thing to be taken seriously. But if there are half a dozen forms of air transport available, then the community merely has to make up its mind which particular air transport it will use. Considering air transport in that light, the more com- petition that is put up by enterprising capitalists, the better things generally will become for everybody concerned with aviation, even though the people who will benefit the most will be the new competitors and our excellent Imperial Airways—if they too move with the times and accelerate their services to compete with the newcomers. THE LESSON. Though Her Grace of Bedford is in no wise a competitor with Imperial Airways, she will have done that organisation a great service if those responsible will profit by it. For she. has shown the Directors of Imperial Airways the kind of competition with which they will have to compete within the next twelve months. And if they are wise, these same directors will take steps forthwith to separate entirely their mail service from their passenger service. By her flight to India and back the Duchess of Bedford showed that without the slightest real trouble Indian mail can; be flown from London to India in less than three days, so that, with adequate air connection at the other end, letters ought actually go to Delhi or Calcutta in three days, and, allowing 24 hours’ for a reply, the answer could be back in England in a week, all told. Her flight to the Cape and back likewise showed that letters can be sent to Cape Town in less than a week, and that the answer:can be back in England inside of a fort- night,—which is just about the time which letters now take to get from England to the Cape by steamer. SPEEDING. UP. Moreover, these times only entail flying by day, and flying with aeroplanes which are quite readily available at the moment. The Duchess of Bedford’s old Fokker monoplane is very nearly a genuine antique, as aircraft go. The Jupiter engine was the only fairly modern thing about it. And a glance at the broadside photograph which appears here- with, sAows that the engine was attached to the aeroplane in a most primitive manner, and that it did not include any of the refinements of modern practice, such as Town- end rings or N.A.C.A. cowling, which in themselves would put peer of the machine up anything from 10 to 15 miles an hour. In fact, there is no reason whatever why our mails should not be flown: from England to India, or as a matter of fact, from England, across India to Australia, as well as from Beene to the Cape, at an average speed of 150 miles an our. Nearly a year ago, Mr. C. M. Keys, of National Air Trans- port, told one that he was then organising things so that the American mails would be carried between New York and San Francisco at an average speed of 150 miles an hour. And there is every reason why British Imperial mail should be carried at a similar speed. At least two mail-carriers with a cruising speed of 150 miles an hour could be bought for the price of one twenty- ceat passenger-carrier—let alone the forty-seaters which are now being built for passenger traffic. Even if for the safety of His Majesty’s Mail, over some of the desert country which they have to cover, the Post Office insisted that Imperial Airways should use two-engined machines, there is no reason why small and very fast twin- engined aeroplanes should cost very much more than a comparatively large single-engined high-speed aeroplane. At the present moment Vickers Ltd. are actually pro- ducing twin-engined aeroplanes which have the perform- ance needed. About the only objection to them’ for such work is that their carrying-capacity is bigger than anything that is now likely to be needed for such a mail service. That one objection would remove itself in a very short time when people began to find out the advantage of regular delivery of mails in a very short time. Also Saunders-Roe Ltd. are actually building for Mr, Gordon Selfridge, Junior, to the designs of Sir Henry Segrave, a small fast twin-engined cabin machine which, with slight modifications and slightly more powerful en- gines, would do very well for just such mail-carrying work. And the Gloster Company have shown us that a_ two- engined machine can be built to fly on one engine. NIGHT FLYING. With proper high-speed mail-carriers there is no reason whv the mails should not be flown at night over our Imperial Air Routes just as they are being flown across the United States. With our reliable engines and two, or pos- sibly three, of them there is no need for the elaborate system used by the United States, where they have, or at any rate had some six years ago, a lighted landing-ground every three miles. With our modern machines, a landing- ground every 50 miles, or even every 100 miles, ought to be enough for night flying. Only the other day a three-engined Avro-Five belonging to Imperial Airways was flying over bad country in Central Africa, when an air-screw broke, and before it could be y: Ng & y \ SS SHOWING HOW.—The ancient Fokker (Jupiter geared engine) arriving at Croydon after going to Cape Town and back in 21 days,—a good -lead for our Imperial Airways.

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The Aeroplane as May 7, 1930 Ere a en RELIABILITY OF BRITISH AERO ENGINES e- te The British aero engine has deservedly lis- | e8tablished a high record for reliability all lly, | over the world, the result of the exceedingly high standard of workmanship insisted upon juet by British firms. One outstanding example in the experience of Imperial Airways is the behaviour of 14 Napier Lion engines which ap have now been flown an aggregate of nearly "| 3,750,000 miles—the equivalent of flymg 150 ys times round the world. One engine alone has aen. | covered 350,000 miles and, is still in service, dic- |and this illustrates the economy and life of gNl- | a first-class engineering job combined with: a wtor- high standard of day-to-day maintenance Ca r° “/- =—-* ° The Times, 8th April, 1930 Fit the engine of Proved Reliability NAPIER The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W.3. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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826 The Aeroplane from the Duchess of Bedford’s flight. In her first attempt on the flight to India, the engine of her machine gave out at Jask because of over-heated oil. In her flight to the Cape and back, a forced landing had to be made only a day’s flying from home on the return journey because of over-cold oil. Now both of those accidents were of -a kind which could hardly have happened on an organised air-line. The. initial trouble which caused the forced -landing in each case, would never develop if the ground organisation of the air-line were anything like what it ought to be. One of the most important points about running an air line, whether it be for passengers or for mails, is that no’ machine -ought to be asked to do more than a five-hour flight without a rest and full inspection and overhaul. At the present moment, with such machines as we now use, that represents a 500-mile flight at the outside. With such machines as there ought to be already it would be a matter of 750 miles. The present system of using the same machine for a 1,000 miles or more at a stretch with a mere landing and a brief inspection of the outside working part, is simply asking for trouble. The only wonder is that, especially on the Cairo-Karachi route, Imperial Airways have got away with so few accidents and forced landings. Naturally we never hear of the ordinary uneventful forced landings and we hear practically nothing of minor accidents in which nobody is hurt. And the natural assump- tion is that a certain number of such accidents do happen. But all- who are at all closely concerned with aviation do know that there is nothing unusual in starting a machine out from Cairo and flying it all the way to Karachi and back with no more overhaul than is possible between scheduled stops. The results reflect the greatest credit on the skill and industry of the Middle East ground engineers. Still worse is the custom of sending one pilot the whole way to Karachi and making him fly the same machine back again with about only a stop of a day or so. One has heard of pilots doing twelve hours’ flying in a day to keep up to schedule, after time has been lost through sand- storms or something of that sort, coming in late at night to Cairo, and then going out with another machine next morning. One’s own idea, based on experience of at any rate some dozens of pilots, is that the proper way to run an air line is to keep one pilot on one route covered in not more than five hours, and to keep him flying backards and forwards on that route till he knows every stick and stone on it. Then, in case of a forced landing he knows exactly where he can put his machine down and where he cannot. No pilot can remember every possible landing-place on a route of a couple of thousand miles. But he can do it on a 500-mile route, and an air-line pilot ought to know his road as well as does a London ’bus-driver. THE INCREASED SUBSIDIES. . All the foregoing are merely various points which occur in a general consideration of Imperial air transport. And they are commended to the attention of all who are con- cerned with this line of business, which, if properly de- veloped, will be in a few years at least as big a business as is our shipping trade. The subject deserves particularly serious consideration at . present, because of the Air Transport (Subsidy Agreements) Bill, which is apparently to be introduced in the House of Commons. A Memorandum explaining the financial resolu- tion was issued a fortnight or so ago,—without date. This \ A DECK FLIER.—The Gloster Gnatsnapper (Jaguar May 7, 1930 is in the form of what is commonly called a White Paper. Officially it is Command No. 3546, and it reads thus:— AIR TRANSPORT (SUBSIDY AGREEMENTS). Memorandum explaining the Financial Resolution. 1. The Resolution authorises the President of the Air Council to agree, with the approval of the Treasury, to pay subsidies to any persons and to furnish facilities for their aircraft, in consideration of. those persons maintaining in accordance with the agreement & regular service for the carriage by air of passengers, goods and malls. Any sums required by the President for the fulfilment of any such agreemert will be paid out of moneys provided by Parliament. It is provided that the aggregate amount of the subsidies payable under all such agreements shall not exceed £1,000,000 in any financial year; and that no subsidy shall be payable under any such agreement after the 31st December, 1940. : 2: The figure of £1,000,000 represents the maximum gross liability which may be incurred by the President in any financial year under all such agreements entered into by him, whether on behalf of His Majesty’s Government in the United Kingdom solely or on behalf of that Government jointly with one or more other Governe- ments of the Empire. In the latter case any contributions which may be made by the other Governments towards the cost of the subsidy will be appropriated in aid of Air Votes; and the net liability on United Kingdom funds will be correspondingly reduced. 3. It is estimated that the gross charge falling upon Air Votes in the financial year 1930 will be £428,000. This sum includes the subsidies payable to Imperial Airways, Limited, in respect of the European and England-India air services, and of the commence- ment of the projected African air service. The net liability on the United Kingdom Exchequer in 1930, after taking credit for the contributions of other Governments towards the African service, {is estimated at £408,000. The corresponding figures for the financial year 1931 are estimated at £550,000 gross and £378,000 net, on the assumption that the African service will then be in full operation. 4. The existing and projected subsidies are on descending scales; consequently the figure of £1,000,000 gross should allow a reasone- able margin for any further subsidised services that may hereafter be approved during the period to which the Resolution applies. Under this Bill, as may be seen, the President of the Air Council, who is the Air Minister for the time being, is authorised to pay out subsidies uv to the amount of one million pounds in any financial year, up to the end of 1940. This amount is evidently exclusive of subsidies already agreed to flying clubs and to National Flying Services Ltd. As may be seen it applies only to “regular services for the carriage by air of passengers, goods and mail.” To WHOM THE SUBSIDY? This raises a very interesting question. Hitherto whene ever any prospective air-line operator has approached the Air Ministry about getting a subsidy, he has been told that all the subsidy available is allocated to Imperial Air. ways Ltd and that any further subsidy voted will also be applied to the use of Imperial Airways Ltd If this memorandum be read aright, the Government will be free in future to subsidise other air-lines besides Imperial Airways. Presumably the subsidy will not be given to lines which propose to compete directly with any of the Imperial Airways route. That would obviously be foolish,— for, no matter how much Imperial Airways might be en- livened and enlightened by keen competition, the Govern. ment, even if Socialists, would hardly be justified in asking the taxpayer to finance two competitors in a price-cutting war. We have hardly yet reached such a degree of subtlety. in our political affairs as deliberately to achieve the survival} of the fittest by paying people to cut one another’s throats. Be that as it may, we have in this Air Transvort Bilt some hope for enterprising capitalists who are ready to WAGGA DAB AQAQV _ Ress VIII) Single-Seat Fieet Fighter.—( deropiaie” photograpi.),

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| May 7 1930 | The | Aeroplane | 827 i ee Sv geen, TRANS Se an np AN RAGS NRA tent ANAS amen att eA ORTOP OLLE I TOOD EY PS EN ae eas S509 AER IY ae “ ke “ t etihanetiiad 1000000 MI L ES ir / TN just over 4 years seven Argosies in the European Fleet of Imperial Airways Limited have flown 1,023,075 miles in approxi-— mately 11,296 hours. They have carried over 80,000 passengers ; they have crossed the Channel approximately 4,200 times. The Argosies are the safest, best paying and most easily maintained air liners in existence. rent SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LIMITED. - Works and Aerodrome: Whitley, Coventry. London: 10, Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 7, 1930 The Aeroplane 829 World -Wide ARMSTRONG SIDDELEY Dominance AERO ENGINES is shown by the following list of countries where they are in use: AUSTRALIA uses Genet, Genet Major, Mongoose, Lynx, Jaguar. NEW ZEALAND uses Jaguar. CANADA uses Genet, Genet Major, Lynx, Mongoose, Jaguar. SCUTH AFRICA uses Genet, Genet Major, Lynx, Jaguar. INDIA uses Jaguar, Genet Major. . IRELAND uses Genet. EGYPT uses Jaguar, Genet Major. FRANCE uses Genet, Genet Major, Lynx. GERMANY uses Genet, Lynx, — Jaguar, BELGIUM uses Lynx. SPAIN uses Lynx. HOLLAND uses Mongoose, ’ Lynx, Jaguar. SWEDEN uses Mongoose, Lynx, Jaguar, Leopard. AMERICA uses Genet, Genet Major, Jaguar. ARGENTINE uses Mongoose. BRAZIL uses Lynx. CHILE uses Lynx. ete IA uses Genet Major, LATVIA. uses Lynx, Jaguar. - JAPAN uses Mongoose, Lynx, Jaguar, Leopard. DUTCH EAST INDIES uses Lynx. IRAQ uses Jaguar. MALTA uses Jaguar. DENMARK uses Lynx, Jaguar. ITALY uses Lynx. RUSSIA uses Jaguar. POLAND uses Genet. GREECE uses Lynx, Jaguar. SWITZERLAND uses Lynx. ROUMANIA uses Jaguar. SIAM uses Lynx. SINGAPORE uses Genet Major. ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND, KNOWN ‘AND aud 10, Old Bond Street, London, W.1. FLOWN ALL OVER THE WORLD. KINDLY MENTION “THE AEROPLANE : WHEN CORRESPONDING WITH ADVERTISERS.

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830 The Aeroplane May 7, 1930 goods and mails, within the British Isles. In the first place, all such work as may be needed can be done quite well by enterprising air-taxi firms. And in the second place, a regular air service cannot be run in this country north of Crewe, during the late Autumn and the Winter. Personally, one agrees now more firmly than ever with Mr. Winston Churchill's dictum that Civil Aviation must fly by itself. But if there is any subsidy money going one can only hope that it will be allocated to new and enterpris- ing firms who will open up in fresh directions, not neces- Sarily within the Empire, but in directions where business can be developed. Trade within the Empire is all very fine as a political slogan, but trade is trade, and profit is profit, wherever the money comes from. In these days when poor Australia, ridden to death by Trade-Unions and Socialism, cannot make enough money out of her exports to pay for her imports, and so has to forbid her merchants to pay out of the country the money they owe, there is little enough immediate profit to be got out of an air line to Australia. And in these days when the coloured folk of India are allowed by a weak or dis- loyal Indian Government to assault and massacre English women and men, there does not seem to be much good to be got out of the Indian air mail. So our financiers who are thinking of organising air lines, and hope to loot some of this subsidy may well look out for air routes which are also. trade routes and not’ merely strategic air lines.—c. G. G. THE AIR TRANSPORT BILL. In the House of Commons on May 5, Mr. Montague, Under- Secretary of State for Air, moved the following resolution Se ii to found the Air Transport (Subsidy Agreements) Bill:— That if is expedient to authorise the President of the Air Council to agree, with the approval of the Treasury, to pay subsidies to any - persons and to furnish facilities for their aircraft, in consideration of those persons maintaining in accordance with the agreement a regular service for the carriage by air of passengers, goods, and mails, and to authorise the payment out of moneys to be provided by Parlia- ment of any sums required by the President for the fulfilment of any such agreement: ‘ Provided that the aggregate amount of the subsidies payable under all such agreements shall not exceed £1,000.000 in any financial year, and no subsidy shall be payable under any such agreement after December 31, 1940. The following précis of the debate is taken. with due acknowledgment, from The Times, as Hansard was not pub- lished in time to deal with the discussion before THE AERO- PLANE had to go to press :— Mr. Montague said that the reason for the resolution and the Bill was that after full consideration it had been found desirable that the Secretary of State for Air should in future have statutory authority to make long-term agreements for air transport services entailing the Payment of subsidies. This had been found necessary all over the world for civil aviation in its present state. A number of agree- ments had been made in the past and would be made in the future, notably in connection with the air service to South Africa. which it was hoped to institute before the end of the year, and in con- nection with an extension of the air service to Australia, which was now under discussion with the Government of Australia. Sir S. Hoare said that the resolution and the Bill seemed totally unnecessary, and were a work of departmental pedantry. Since the Exchequer grants were first made for civil aviation five long- term agreements had been made, and no one had ever suggested that further authority was needed by the Government. He would have thought that the Government had quite enough on their hands. but assuming that this resolution and the Bill were necessary, he would not oppose it. The only agreements worth anything at all were long-term agreements, and they should be made on a descending scale so that ‘rms were encouraged to make their services independent. The sum of £1,000.000 a year during the next ten years might seem large, but was really quite modest compared with the expenditure on Civil aviation in foreign countries. France was spending three times as much as us, Germany twice as much, and the United States seven times as much. The real test to apply to this expenditure, however. was not the amount of money to be spent, but rather such tests as efficiency, safety. and regularity of service. He was glad to think that year by year our civil aviation was becoming less dependent on Government subsidies. That being so, he very much hoped that during the next ten years—the time in which this money would be spent—we should see our aeroplane services self-supporting. and, so far as airships were concerned, he hoped that during the veriod in which the grant would run, they would see a commercial airship service of some kind operating between this country and other distant countries. LT.-Cor. KENWORTHY said he was anxious that too much money should not be spent on subsidies to airships at the expense of the heavier than air machines for carrying passengers and mails to dis- tant parts of the Empire. He did not believe that civil aviation in this country would ever come into its own so long as it was under the Air Ministry as at present constituted. It was bound to be over- shadowed by the military service. He thought it would be better to place civil aviation under the Ministry of Transport. Sm E. HILtTON Younc hoped that the Government would not intro- duce into the Air Ministry the obsolete and elaborate system which existed in regard to contracts made by the Post Office. Sir A. Srnciair said that this country was only sixth or seventh in respect of the mileage of its air routes although it led in aeroplane Gesign and the art of flying. Mr. Martrers hoped the Minister for Air would consider the question of separating civil and military aviation. Capt. BaLFour said that the Imperial Airways agreement had another eight years to run and he could not see that there was much pros- pect of making that company a self-supporting economic proposition when the agreement had expired. Mr. MONTAGUE, replying to the discussion, said that as to the ques- tion of constitutional usage, agreements had been made in the past without statutory authority for the period of the agreements, but in future agreements would be made under statutory authority for the full period whatever change in Government or in Parliament there might be. In regard to the provision that the subsidies were not to exceed £1,000,000 in any financial year, that did not mean that the full amount was likely to be expended in any single year. He only wished there was such a prospect, in the interest of civil aviation. This year the total amount of the subsidy paid to Imperial Airways was £335,000. Subsidies, in fact, were diminishing. Apprapriations in aid had also to be taken into account in relation to subsidies. In relation to the expenditure that would be incurred for the South African service there would be appropriations in aid from the South African Government and other Governments concerned in the areas which the service would cover. It would be possible to give subsi- dies for the commercial development of airships. It was not strictly correct to say that this country was seventh in order of aerial mileage. Taking Imperial services as the basis of comparison, this country was not seventh but second. The total num- ber of British Imperial aerial miles flown was 20,850, without taking into account the projected South African service. That was the second largest, the first being the United States, with 46,622 miles. France came next with 17,500 miles, and then followed Germany with 16,500 and Italy with 7,803. Our standards of efficiency in aircraft manu- facture, and, what was most important, our standards of: safety, bore very favourable comparison indeed with similar standards in any other part of the world. No one regretted more than he did that it had been impossible so far to find a solution of the problem in the West Indies. It was a problem which had to do not only with Air Ministry initiative, but with the whole question of finance. It was a matter of inter-Imperial communications, and not of Imperial communications, and, that beirg so, it was necessary that there should be interest to the extent of practical and financial assistance coming from the Colonies con- cerned. There was not much prospect of that at present. The Colonies were poor with the exception of Trinidad, and even so far as Trinidad was concerned there was not much chance of obtaining any financial support at present. That did not mean, however, that the Air Ministry was leaving anything undone that could be done in order to get aviation services going in the West Indies. On the contrary, they were doing everything possible. They had an eye, also, on the larger, the Imperial, issue of the relations between Canada and South America. Military aviation did not control the policy or the work of the civil aviation side of the Air Ministry. From the standpoint of re- search, of design and structure, and of ground organisation, military and civil needs were almost precisely the same. They could not, at the present moment, be separated. The whole thing was one, and it would be, not only unwise, but disastrous, for civil aviation if it were taken away from direct associaticn with military needs. So far as the industry was concerned, it would be true to say that, but for military needs, there would be no civil aviation industry at allin this country. The industry depended on the demand for military machines, and in the actual conditions of the production of craft the two sides were in- extricably mixed and could not. with any advantage, be divided at present, whatever might be the possibility in the future. He could assure hon. members that there was no actual interference by the military side with the fullest possible development of civil aviation. The Air Ministry had in mind war possibilities. That was part of the business of the Air Ministry. Aerodromes were serviceable in time of war; pilots were necessary in time of war; particular kinds of planes were required. How far airships or the ordinary commer- cial plane might be adaptable he did not know. But an Air Ministry must Nave these things in view. It must take account of the fact that routes were probably not only commercial but strategic when they were considering the subject of potential war, but that was not the same thing as saying that war policy or war ideas governed the ques- tion of aviation from the Ministry side so far as commercial develop- ment was concerned. With regard to the route via Athens to Alexandria, the negotia- tions were still being continued with the Italian Government, and it was expected that before long a satisfactory arrangement would be made for a route to be undertaken via Corsica and Naples. The resolution was agreed to and reported to the House. LIEUT.-COL. MOORE-BRABAZON. Lieut.-Col. J. T. C. Moore-Brabazon, a pioneer of Aviation, who has been Member of Parliament for Rochester since 1918, but was defeated in the last election, has decided not to contest the Division again. All will hope that his abound- ing energy, foresight, and imagination, may be turned to some more useful object than trying to elevate obtuse Mem- bers of Parliament. His coal-carbonisation business ought to provide more employment than ever Mr. J. H. Thomas has provided. THE LATE COUNT DE LA VAULX, The funeral of the late Count de la Vaulx, the President of the Fédération Aéronautique Internationale, took place in Paris on May 2. The Royal Aero Club was represented by Group Captain R. J. Bone, C.B.E., D.S.O., the British Air Attaché in Paris. |

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May 7, 1930 | Th e€ Ae ro p lan ¢ 831 FOR THE WORLD’S AIR LINE : The Avro 10 is gaining more and more the confidence and respect of the world’s air lines. It is remarkably independent of climatic conditions, and the full weight of the tropic sun no more affects it than the frozen skies of the north. It is equipped with three 230 h.p. Armstrong Siddeley engines and is entirely British built to the Air Ministry’s standard of air-worthiness and safety. Particulars of this s and other Avro machines will be supplied on request. AVRO-I0 | CRUISING SPEED 100 M.P.H. RANGE FROM 400 MILES UPWARD. ‘PAYLOAD OVER ONE TON. i / A.V. Roe & Co., Ltd., 166 Piccadilly, London, W.1. Works : Newton Heath, Manchester and Hamble, Southampton The sole English distributors for the Avian light aeroplane are Henlys (1928) Ltd., Heston Air-park, nr. Hounslow. Hayes 410. e ‘ KINDLY M=NTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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LORD TRENCHARD. A Reuter message from New York on April 29 states that Marshal of the Royal Air Force Lord Trenchard has been elected a Director of the Goodyear Tyre and Rubber Com- pany. The Goodyear Company is one of the greatest rubber firms in the World and has branch factories in all in- dustrial countries. The British works are at Wolver- hampton. Though the Headquarters are at Akron, Ohio, U.S.A., the firm is very much international in character,— like the great oil firms,—and the fact that England con- trols the World’s rubber market emphasises its inter- nationalism. The particular aeronautical interest of the firm lies in the fact that it is the parent company of the Goodyear- Zeppelin Corporation, whose immense shed at Akron was illustrated in this paper last week. Compared with this, the Air Wheel, of which so much has been heard lately, is a comparatively minor undertaking, in spite of the important part it is likely to play in the future development of aero- planes, and particularly of amphibians. | Those who have followed Lord Trenchard's public utter- ances intelligently will remember that a few years ago he expressed his faith in big airships, not only as passenger- . carrying vehicles, but as probable aircraft-carriers in time of war. This statement of his may perhaps provide the clue to an alliance, which might at first sight seem inexplic- able, between one of this country’s most distinguished public servants and a purely commercial concern with in- ternational interests. , THE RETURN OF “THE SPIDER” On Wednesday, April 30, the Duchess of Bedford’s Fokker monoplane, The Spider (Bristol Jupiter) finished yet an- other section of its far-flung web when it was landed at Croydon by Mr. C. D. Barnard at the end of 18,500 miles of flying in less than 21 days. The return journey from Cape Town took one day more than schedule owing to an oil- lock which forced a landing in the mountainous country about Dragoman, 30 miles north-west of Sofia, which was the point mentioned in last week’s issue of THE AEROPLANE. The sporting help of the Bulgarian Air Authorities en- abled Her Grace, Mr. Barnard and Mr. Robert Little to make repairs and continue their flight only one day late. After starting again from Sofia at an early hour The Spider was not definitely signalled until it passed Lympne about 05.00 hours that evening. However, friends in England had been told that there was 18 hours’ supply of fuel aboard, so they went to Croydon at tea-time nothing doubting that bouquets would not fade in disuse nor welcomes grow cold with waiting. When the weather-beaten Fokker appeared—after several false, alarms caused by the appearance of distant mono- planes which turned out to be only Desoutters, a Moth III and a Rohrbach of the Luft Hansa—the crowd became both animated and incoherent. The usual phalanx of photo- graphers formed a parasitic attachment to the little band of welcomers and welcomees, and the earnest high-priest of a “talkie” unit, with tears in his voice, besought the Duchess to say words appropriate to such a home-coming and the crowd to do a little corroborative and realistic cheering. When the performance had been repeated for the benefit of a microphone that was either hard of hear- ing or only intermittently functional, he thanked Her Grace, but addressed her by the name of another famous British aviatrix ! The equipment for the flight, without exception, receives the highest praise from Mr. Barnard, the chief pilot, and Mr. Little, second pilot, navigator and engineer. The ancient Fokker looked travel-worn on its arrival, and there can be few machines with so good a right or such a chequered past. The Bristol Jupiter engine also showed the stains of tropic rain and various vicissitudes, but the travellers say that it ran steadily and perfectly throughout the gruelling test, finishing even stronger than it started. Special Shell petrol and Golden Shell oil were used throughout, and supplies were produced promptly in the queerest spots by Shell representatives. Mr. Barnard and Mr. Little used Stanford’s maps and give them warm approval for their neat arrangement. Dunlop patent disc wheels and wired-type tyres came triumphantly through landings and take-offs on every type of ground, even the last descent among the mountains of Bulgaria with a tremendous load. K.L.G. plugs were used, “of course,” in the proper sense of that overworked expression, and never missed a spark. The Lord Thomson, Secretary of State for Air, sent the following telegram to the Duchess of Bedford :— On behalf of the Air Council, I send you, Captain Barnard and | Mr. Little warm congratulations on your great flight ‘to Cape Town: and back. The completion of a journey of 19,000 miles in less than twenty-one days affords yet another illustration of the benefits air transport holds in store for the Empire in speeding up communications The Aeroplane May 7, 1930 and thus facilitating intercourse between the Dominions and the mother country. We regard with admiration the spirit of enter- prise which prompted you to embark on the undertaking which you have to-day brought to so successful an issue, despite the difficulties you have encountered. IN THE MIDDLE OF THE WEB. The Duchess of Bedford’s famous veteran Fokker mono- plane Spider (Jupiter engine) is on view during this week to the general public on the Island Site just opposite St. Mary’s-le-Strand. Shell-Mex Ltd. arranged the exhibit to draw eminently justified attention to the fact that the 18,500 miles were flown on special Shell petrol and Golden Shell lubricating oil. They have got Mr. Robert Little to superintend their show and to be a walking encyclopzdia,— for which rdle his part in the flight qualifies him admirably. As navigator, engineer and second pilot to Mr. C. D. Barnard, Mr. Little’s performance was as remarkable as anything to do with the whole astonishing achievement. The enterprise and ingenuity of Shell-Mex Ltd. can be judged by the site chosen for their exhibition. The mono- plane was not flown there, despite the apparent impossi- bility of all other avenues of approach. The 63 ft. wing and the undercarriage were removed and reassembled in situ after taking as long on the journey from Croydon as this machine usually requires to cross a continent or two. Purposely, and rightly, the stains of travel are untouched; and the mud and oil of many latitudes are eloquent of the week-in, week-out performance as contrasted with a mere trans-oceanic flight. SIR PHILIP SASSOON. Sq. Ldr. the Rt. Hon. Sir Philip Sassoon, Bart., G.B.E., C.M.G., M.P., Officer commanding No. 601 (County of London) (Bomber) Squadron, Auxiliary Air Force, who was Under-Secretary of State for Air in the last Government, flew to Oxford on May 1 to receive his B.A. and MLA. His aeroplane landed on the aerodrome of the Oxford University Air Squadron. The degrees were conferred over twenty years ago when Sir Philip was at Christ Church. COSTLY HABITS. On May 5 a French freight-carrying air liner, which had landed at Berck on its way from Le Bourget to Croydon owing to bad weather. was ransacked during the night and a number of latest Paris models disappeared. If the aeroplane is to keep its reputation as an ideal means of transporting valuables air lines must cultivate a new atti- tude towards the serious things of life. A closer watch on the Parisian modes will mean money in their pockets. MAKING SURE OF IT. On May 5 M. Laurent Eynac, the French Air Minister opened the Congress of the National Aeronautical Federa- tion at Oran, Algeria. He and his party flew to Oran from Algiers in the Short Calcutta flying-boat (three Bristol Jupiter engines) which was recently bought by the French Air Ministry. IMPORTANT DATES. May 17.—Air League Dinner and Ball. May 9.—De Havilland Technical School Dance. : May 10.—Athletics. Triangular Tournament: R.A.F.C., R.M.C., and R.M.A. at Woolwich. May 10.—N.F.S. Meeting at Leeds. May 10.—Air Rally at Parnham Country Club, Beaminster. May 15.—Dinner to Lord Wakefield by the R.Ae.S., the R.Ae.C., the S.B.A.C., and the Air League. ° May 17.—Brooklands Flying Display and opening of Brooklands Aero Club. May 29—June 14.—Royal Tournament at Olympia. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Official opening of Bristol Municipal Aerodrome (with R.A.F. support). June 7.—N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—R.A.F. Garden Party at Manston. June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aero- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 3.—Indian Empire Garden Party at Hurlingham. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 9—12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 7.—International Touring Competition, starting from Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.—International Oongress on Air Navigation at the Hague. Sept. ¢—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris.

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May 7, 1930 | The Aeroplane 833 Dp aN _* r ‘ ae ‘ t e . < B / Co Oe, ,% taf yaad en . | * be * % Shag. 4999. SHELSLEY WALSH RECORD. i "Ot Unf Crag? | 1930. BROOKLANDS RECORD LAP. %, “ea, ¢ Vol, “56 . | . AMHERST VILLIERS SUPERCHARGERS ITD PICCADILLY HOUSE 40 SACKVILLE ST. W.1 ¢ ie '- ¢., mms TELEPHONE REGENT 2895 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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934 The Aeroplane May 7, 1930 ANOTHER RECORD FLIGHT Sea Aeey LC relied for oil and petrol on | | SHELL ) The Jupiter-engined Fokker Mono- : plane “ Spider,’ which has flown | aE ' from England to Capefown and at back in 20 days, used S “Golden Shell” Oil, and : : petrol (specially pre- ay, IE pared for the flight, as - aE is “Summer Shell for i motorists during the L warmer weather) by KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. yO Oo

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eT ne The Aeroplane , fee ROYAL AIR FORCE. THE The London Gazette. Air Ministry, Apr. 29. ROYAL AIR FORCE. GrengeRAL DuTIES BRANCH.—The following are granted S.S. comns. as Pilot Officers on probation with effect from and with seniority of Apr. 1l:—-J. W. P. Armitage, G. V. Barber, R.-J. W. Barnett, C. F. Birks, G. A. Bolland, J. A. S. Brown, L. A. Bullard, R. G. E. Catt, R..N. Olarke, L. J. Crosbie, K. B. B. Cross, E. Dawson, A. E. Dobell, G. F. K. Donaldson, R. B. Harrison, H. O. Haughton, P. Haynes, E. J. N. Heaven, G. H. Leftwich, D. L. McAllister, D. W. Morrish, j.G. B. O'Hagan, A. E. B. Trappes-Lomax, J. L. M. White, -G. M. Williams. The following Pilot Officers on probation are confirmed in rank : = W. S. Monroe (Jan. 21); W. N. H. Banks, E. C. Durbin, A. C. Larmuth, P, A. Wardell (Apr. 2). Plt. Off. L. S. Tindall is promoted to the rank of Flying Officer (June 14, 1928), (substituted for the notification in the Gazette of Sept. 11, 1928); Flt. Lt. S. Nixon, O.B.E., is placed on the retired list and is granted permission to retain the rank of Squadron Leader (Apr. 30). Mgpica. BRANCH.—Flg. Off. J. L. Groom, M.R.C.S., L.R.C.P., is pro- moted to the rank of Flt. Lt. (Apr. 2). RESERVE OF AIR FORCE OFFICERS. .GenERAL DuTIES BrancH.—The following Pilot Officers on probation are confirmed in rank :—G. P. Jewett (Apr. 19); F. M. Walker (Apr. 20); ¢. Langley (Apr. 21); T. H. Bevan (Apr. 23). PRINCESS Mary’s Royat AIR FoRCE NURSING SERVICE. The following Sisters are appointed to the permanent service (Apr. 1):—Miss W. M. Cave, Miss O. A. Keyse, Miss A. M. Rodd, Miss F. M. Pepper, Miss E. M. Dowdeswell, A.R.R.C., Miss M. C. Rattenberry. Appointments. Week ending May -.5, 1930. ‘GavenaL Duties BRANCH.—Squadron Leaders J. Noakes, A.F.C., M.M., to No. 5 F.T.S., Sealand, 22/4. A. S. Maskell, to R.A.F. Base, Cal- Shot, 24/4. V. S. E. Lindop, te H.Q., R.A.F., Transjordan and Palestine, 1/4. H. G. R. Malet, to No. 2 A.C. Co., Palestine, 13/4. S. B. Harris, D.F.C., A.F.C., to No. 39 Sodn., India, 4/4. Flight Lieutenants W. D. Gairdner, D.F.C., to H.Q., Wessex Bombing Area, Andover, 27/4. J. T. Paine, tc H.Q., ‘Iraq Command, 3/3. D. H. Carey, to R.A.F. Depot, Uxbridge, 2/4. C. Feather, to No, 11 Sadn., India, 24/3. E. E. Arnold, to No. 32 Sqdn., Kenley, 12/4. E. Burton, lo H.M.S. Eagle, 23/4. J. M. J. C. J. I. Rock-de-Besombes, to R.A.F. Depot, Uxbridge, 12/4. R. W. E. Bryant, to No. 6 Sqdn., Middle East, 1/4. R. M, Davy, to Station H.Q., Heliopolis, 31/3. J. D. S. Denholm, to No. 1 Air Defence Group H.Q., 15/4. I. E. Brodie, to No. 43 Sqdn., Tangmere, 11/4. W. E. Symonds, to No. 58 Sqdn., Worthy Down, 13/4 W. F. Dickson, D.S.O., A.F.C., to H.Q., R.A.F., India, 4/4. J. Cottle, M.B.E., D.F.C., to No. 2 A.C. Co., Palestine, 12/4. G. P. H. Carter, to H.Q., R.A.F., Middle East, 14/4. J. Glover, to R.A.F. Depot, Feypt, 16/4. J. E. G-H. Thomas, to No. 1 (Indian Wing) Station, India, §/4. L. R. W. Tillard, to No. 3 (Indian) Wing H.Q., 5/4. J. W. Turton Jones, to No. 3 Sqdn., Upavon, 25/3. M. S. Keogh, AM. to R.A.F. Depot, Uxbridge, 25/3. B. Cheesman, M.B.E., to RAF. Depot, Uxbridge, 2/3. A. J. E. Broomfield, D.F.C., to A. and G. School, Eastchurch, 18/4. E. C. Barlow, to No. 1 F.T.S., Nether- avon, 21/4. T. J. Desmond, to Station H.Q., Upper Heyford, 28/4. oie Se uel es Pie se wet err oi aatine re 3 ie Flying Officers W. Wheatley, to Home Aircraft Depot, Henlow, 14/4. R. C. Greenhalgh, to No. 15 Sqdn., Martlesham Heath, 15/4. A. K. K. Calwell, to E. and W. School, Cranwell, 31/3. H. S. Martin, to No. 27 Sqdn., India, 17/3. W. C. McNeil, to School of Naval Co-operation, Lee-on-Solent, 27/3. G. Francis, to Station H.Q., Hal Far, Malta, 17/3. A. T. C. Hazledine, to R.A.F. Depot, Uxbridge, 2/4. P. J. Conolly, to R.A.F. Depot, Uxbridge, 10/4. A. Wall, to No. 60 Sqdn., India, 18/4. -H. L. Drake, to R.A.F. College, Cranwell, 23/4. B. W. Knox, to A. and G. School, Eastchurch, 25/4. CC. S. Ellison, to Station H.Q., Duxford, 28/4. P. Coyle, to R.A.F. Depot, Uxbridge, 25/3. EF. G. Fairhead,, to School of Naval Co-operation, Lee-on- Solent, 10/4. J. S: Bromfield, J. E. Allen and J. J. Owen, to No. 1 F.T.S., Netheravon, 22/4. H. Bailey and V. S. Bowling, to No. 2 F.T.S., Digby, 22/4. D. Dickson, J. E. Markby and A. E. Dark, to No. 3 F.T.S., Grantham, 22/4. C. K. J. Coggle, K. F. T. Pickles, S. R. Groom and N. E. White, to No. 5 F.T.S., Sealand, 22/4. H. G. Hicks and J. H. T. Simpson, to R.A.F. Training Base, Leuchars, 22/4. J: A, H. Louden, to R.A.F. College, Cranwell, 23/4. Pilot Officers A, M. Cowell, to 27 Sqdn., India, 17/3. M. V. de Satge, to R.A.F. Depot, Uxbridge, 25/3. P. B. Lusk, to No. 27 Sqdn., India, 17/3. E. M. Morris, to No. 1 School of T. T. (Apprentices), 24/4. E. R. M. Walker, to No. 12 Sqdn., Andover, 11/4. E. E. Ellison, to No. 4 Sqdn., S. Farnborough, 1/4. G. D. Fleming, to No. 10 Sqdn., Upper Heyford, 1/4. D. A. Messiter, to No. 41 Sqdn., Northolt, 1/4. H. R. Black, to No.:111 Sqdn., Hornchurch, 1/4. The undermentioned are all posted to R.A.F., Depot, Uxbridge, on appointment to SS. Comns. as Pilot Officers on probation with effect from 11/4. J. W. P. Armitage, G. V. Barber, R. J. W. Barnett, C. F. Birks, G. A. Belland, J. A. S. Brown, L. A. Bullard, R. G. E. Catt, R. N. Clarke, L. J. Crosbie, K. B. B. Cross, E. Dawson, A. E. Dobell, G. F. K. Donaldson, R. B. Harrison, H. O. Haughton, P. Haines, E. J. N. Heaven, G. H. Left- wich, D. L. McAllister, D. W. Morrish, J. G. B. O’Hagan, A.:E. B. Trappes-Lomax, L. J. M. White, G. M. Williams. E. C. Hudleston; to R.A.F. College, Cranwell, 22/4. D. P. Lascelles and R. W. Letchworth, to No. 5 F.T.S., Sealand, 22/4. MzsorcaL BraNcH.—Sauadron Leader J. M. A. Costello, M.C., to No. 4 Y.T.S., Eeynt, 29/3. Flight Lieutenants A. L. St. A. McClosky, to Palestine General Hos- pital, 27/3. B. W. Cross, to R.A.F. Depot, Uxbridge, 1/4. W. D. McKeown, to R.A.F. Depot, Uxbridge, 10/4. J. M. Ritchie, to No. 45 Sqdn., Middle East, 29/3. B. B. Kennedy, to Palestine General Hospital, 29,3. G. T. O'Brien, to R.A.F. Depot, Uxbridge, 10/4; ~-- Stores BRANCH.—Wing Commander W. J. B. Curtis, O.B.E., to H.Q., Coastal Area, for Stores Staff duties, 22/4. ‘ ACCOUNTANT BRANCH.—Flight Lieutenants F. O. Hall and E.: V. Humphrey, to R.A.F. Devot, Uxbridge, 10/4. Flying Officers R. W. Collinson, to No. 45 Sadn., Middle East, ‘11/4. T. P. E. Campbell. to No. 216 Sadn., Middle Fast, 27/3. Pilot Officer K. Fraser, to Station H.Q., Andover, 13/4. Air Warfare. In the House of Commons on Apr. 30, Cmdr. Bellairs asked the Under-Secretary of State for Air what steps had ‘been taken to ratify the rules for restricting aerial operations in war to military objectives, as agreed to by the International SANS PEUR (The motto of No. 47 (B) Sqan.).—H.R.H. The Prince of Wales alighting: from a Fairey IILF of No. 47 (Bomber) Squadron, R.A.F., at Khartum, on Apr. 13, after ;flyingfrom Malakal; In the pilot’s cockpit is Flt. Lt. Bowen-Buscarlet, and standing on the ground is His Excellency Sir John Maffey, Governor-General of the Sudan.—(Photograph by G. Karakachian, Khartum.)

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E26 Commission of jurists at the Hague in 1923, especially in regard to prohibition against inflicting injuries to non-com- batants and civilian property. Mr. Montague said that it had not been found possible to obtain the agreement of all the Powers concerned in the draft rules and no steps had consequently been taken to ratify them. Air Co-operation in Peshawar. The Times correspondent in Lahore in a message dated May 5 states that infantry, cavalry and aeroplanes took part in a raid in the early hours of Sunday morning with the object of clearing Peshawar. At daybreak the troops had the city under control. Peshawar is the Headquarters of No. 1 (Indian) Group, R.A.F., and also the Station of No. 20 (Ariny Co-operation) Squadron. Night Flying at Sea. Exhaustive tests of night flying under Service cond.:tions are being made by Royal Air Force Flying-Boat Squadrons stationed at Calshot and elsewhere on the South Coast. Comparatively little night-flying by flying-boats has been done since the end of the War 1914-18 and a great deal of experimental work will have to be done before any serious exercises can be performed. At present, when weather conditions permit, night flying is being done three nights a week in the Solent and English Channel. The R.A.F. Units are co-operating with the Royal Navy and with the Mercantile Marine. A Lifeboat Rescue. The Air Ministry has sent its thanks to the Royal National Lifeboat Institution and to the coxswain and crew of the Bembridge (Isle of Wight) motor lifeboat for “the valuable services rendered to the Royal Air Force” when the Bembridge lifeboat went to the rescue of the South- ampton flying-boat 1044 on Mar. 14. The Flying-boat, with a crew of six on board, came down on the sea one and a-half miles from Bembridge with a broken airscrew, and a con- sequently disabled engine. Trooping by Air to Cyprus? A message from Nicosia (Cyprus) dated Apr. 20, appeared in The Manchester Guardian of Avr. 21 and states :— One of the two Royal Air Force biplane troop-carriers, which took off from Cyprus to-day to return to the base at Cairo, developed pro- peller trouble and made a forced landing near Ayios Theodoros, on the hilly Karpas Peninsula, in the north-east of the island. The biplane was totally wrecked, but the seven occupants escaped without injury. The Air Ministry state that they have no knowledge of the incident nor of any R.A.F. operations in Cyprus. The assumption is, therefore, that the machines referred to were two Vickers Victoria troop-carriers of No. 216 (Bomber) Squadron, R.A.F., stationed at Heliopolis. The British Forces in Cyprus consist of one Comnvanvy of the lst Battalion, The King’s Regiment. The King’s Regi- ment is stationed in Egypt and a Company is detached for Service in Cyprus every year. The Vickers Victoria has accommodation for twenty-two men in addition to its crew. Therefore two Vickers Victorias could transport the Cyprus Company from Heliopolis to Cyprus, about 410 miles, in three trips, bringing the relieved Company back on the re- turn trips. There are no real aerodromes, either Service or Civil, in Cyprus, but the country between Nicosia and the West Coast is all level and although partly under cultivation, part of it would make suitable landirg grounds. The Aeroplane May 7, 1930 —— — A Curious Accident at Shaibah., A United Press message from Basrah published in The Daily News of May 5 states :— The remarkable escape from death of the famous long-distance. flier, Flight-Lieut. L. E. M. Gillman, and an R.A.F. non-commissioned oficer named Brookes while fiying in ‘Iraq has been revealed at a court of inquiry at Saidah Aerodrome. When in a formation flight their machine had a slight Wing col- lision with another, and Flight-Lieut. Gillman was thrown out. He hit the tailplane of his machine, but managed to open his parachute and float to earth unhurt from 6,000 feet. Meanwhile Brookes found that his parachute had been rendered useless in the collision. He had never piloted a plane before, but he climbed into the pilot’s seat and successfully landed the machine. It struck the earth heavily, but Brookes only suffered slight facial injuries, The Saidah Aerodrome is obviously the Shaibah Aero- drome, the Station of No. 84 (Bomber) Squadron, RAF. The standard R.A.F. parachute is the Irvin, so Fit. Lt. Gillman becomes ipso facto a member of the Caterpillar Club. A somewhat similar incident happened in the same Squadron about 1920 or 1921. The Squadron, which was at that time equipped with D.H.9as, was in action against some tribesmen in the Southern desert when the pilot of one of the machines was wounded and rendered unconscious. The gunner, a Leading Aircraftman, who was not a pilot him- self, brought the machine some distance to its home aero- drome and landed it safely, thus saving his own life and that of the pilot. He was awarded the Air Force Cross. More Service Caterpillars. A Service aeroplane of No. 54 (Fighter) Squadron, R.AF., crashed at Hornchurch aerodrome, Essex, on Apr. 29. The pilot, Fig. Off. T. B. Byrne, left the machine by parachute and alighted safely. A Service aeroplane of No. 2 Flying Training School, Digby, crashed at Digby Aerodrome, Lincolnshire, on May 1. The pilot, Plt. Off. N. S. Lesmere, left the machine by para- chute and alighted safely. Compass Deviation Cards. A new pattern Compass Deviation Card—Form 316A— has been produced for use with observers’ compasses. The card is arranged to facilitate the reading of deviation on any course without interpolation and provides for the de- duction of compass course from magnetic course or vice versa with the minimum difficulty. The card is intended for use only in those units whose air- craft are fitted with observers’ type compasses and in flying training establishments for instructional purposes. An initial issue is being made to those units, and subsequent requirements should be demanded in the ordinary way. Sir Philip Sassoon, Sq. Ldr. the Rt. Hon. Sir Philip Sassoon, G.B.E., C.M.G., M.P., Officer Commanding No. 601 (County of London) (Bomber) Squadron, Auxiliary Air Force, who, Since his appointment to the command of this squadron has been undergoing flying training, has now qualified as a Service pilot and is entitled to wear the R.A.F. wings on his uniform. Sq. Ldr. Sir Philip Sassoon was Under-Secretary of State for Air in the recent Conservative Government. The R.A.F. Dinner Club. The Eighth Annual Dinner of the R.A.F. Dinner Club will: be held at the Connaught Rooms on June 27 (the eve of the R.A.F. Display) at 20.00 hours. Membership of the R.A.F. Dinner Club is open to all Serving officers of the R.A.F. and past officers of the R.N.A.S., &.F.C., and R.A .F. . on 7. . ‘ | 4 = = a fe | : r : : y 45. 4f , P . #04 Wine lab 6 AG A TROOPER.—A Service Vickers Victoria (two Napier Lions) which has accommodation for 22 passengers in addition to a crew of two. The photograph shows one of the first to be fitted with slots.

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ae re May 7, 1930 The Aeroplane Recent Tours aN . Gips pF Slarting from Nairobi, each Moth mecs yy successive flights fotalling 11,000 miles, including six h flying in one day{from Ndola fo Abercorn. The piloss were Captain F. E. Guest, P.C., D.S.0., Miss W. E. Spooner, Flight Lieutenant R.\C. Preston, AFC, and ‘Flying Officer E. Hordern, the three \last named flying the Moths f me. ine in Africa. A | ih ENGLAND BY KARACHI AERO 2 WA CLUB MEMBER | 7~ “Mr. Chawla, the first Indian to fly from India to England, recently completed the trip without any ~ _-diffieully.on a! Feipy Moth, owned by his pas- 2 f senge 8 fatlrer— His ~ only previous cross-country : light involved no/sea-crossing or real navigation. For hismine flight he Y ett Price from £595 THE DE HAVILLAND AIRCRAFT CoO., LTD. _ Stag Lane Aerodrome, Edgware, Middlesex 15,000 MILES AFRICAN TOUR BY THREE MOTHS 7S Moths, in charge of four pilots, have lately: 6 agiand from Kenya Colony, after a prolonged." = was awarded a e S ee he stantial prize by ° a Indian Government. \ oe fe r 5 CAPTAIN GUEST WRITES: “The machines flew in all 200 hours each and were all top overhauled at 120 hours, no replace- ments of any kind being tound necessary. On the return journey no mechanic was carried and no need was found for his services. The ihree Moths, which, of course, had wooden fuselages, were exposed {o extremes of temperature and all kinds of weather conditions. The machines are still flying, no complete overhaul having been carried out, and this will not be effected until the actual time falls due. The whole tour went according to schedule, no alteration of plans being necessary. Each machine carried a certain complement of spares, but none of these was used. The machines were, as a rule, loaded up to the maximum weight of 1,750 lb., and were operating from aerodromes in: all cases not lower than 4,000 feet, that at Nairobi being 5,600 feet.” In an interview, Mr. Chawla said: “‘| have nothing but praise for the Moth and its Gipsy engine, both of which functioned perfecily throughout the flight, causing me no anxiety whatever.” SHEER RELIABILITY IN EVERY INSTANCE KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 837

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838 The Aeroplane May 7, -1930 PER ARDUA SURGO (the motto of No. 45 (B) Sqdn.).—A Fairey III.F of No. 45 (Bomber) Squadron, R.A.F., flying above the Nile near Wadi Halfa. This Squadron is stationed at Helwan, Egypt. Forms of application for membership can be had from the Honorary Secretary, Sq. Ldr. J. O. Andrews, Air Staff, Air Ministry, Kingsway, W.C.2. Hockey. The final of the R.A.F. Senior Hockey Cup competition was played at Uxbridge on Apr. 30. Henlow won the Cun for the fourth year in succession by beating Andover by three goals to nil. The Times account of the game says :— The first half of the game was fairly level, both sides losing several chances. Stevenson, on the Henlow left wing, made several good runs and centres, but the Andover defence was sound, and the sides crossed over without scoring. After the interval Henlow distributed the ball better and played a more open game. Wolfenden, on the right, who had been starved in the first half, made some good runs’ and centres, and after 10 minutes’ play, Craig picked up a pass outside the circle and, although colliding with the goalkeeper, managed to get the ball in the net. A second goal followed shortly afterwards, Stafford scoring with a good shot from a penalty corner. Andover played up hard, but could make no impression on the Henlow defence, and shortly be- fore the finish Craig dribbled through to score the third and last goal. The Henlow team were :— AC. McKenzie, goal; Cpl. Beeton and Flt. Lt. Stafford, backs; L-AC. Harvey, L-AC. Carter, and L-AC. Hiscock, half-backs: L-AC. Stevenson, ae Craig, L-AC. Williams, L-AC. Royce, and F-S. Wolfenden, for- wards. Golf. The three days’ Spring Meeting of the R.A.F. Officers’ Golfing Association was held at Walton Heath on Apr. 23, 24 and 25. The serving officers’ championship was won’ by Flt. Lt. E. S. Finch, who beat Sq. Ldr. A. E. Barr-Sim in the final. The results of the competitions were :— Qualifying Round for Championship.—Sq. Ldr. Barr-Sim, 158; Flt. Lt. Finch, 166; Flt. Lt. Macpherson, 172; Flt. Lt. Davidson, 177: Fit. Lt. Jackman, 178; Silvester, 182; Fit. Lt. Bett, 183. First Round.—Finch beat Silvester by 4 and 3; Jackman beat. David- son by 6 and 4; Bett beat Nicholson by 8 and 7; Barr-Sim beat Macpherson by 7 and 6. Second Round.—Finch beat Jackman by 2 and 1; Barr-Sim beat Bett by 2 and 1. Final.—Finch beat Barr-Sim by 3 and 2. 36 Holes Scratch.—Sq. Ldr. Barr-Sim, 79+79=158. 18 Holes Scratch.—Flt. Lt. Finch, 79, after a tie with Barr-Sim. Team Competition.—Farnborough 503. 36 Holes Handicap.—(First Division): Fit. Lt. Jackman (10), 158 net; Fig. Off. Nicholson, 180; Fit. Lt. (Second Division): Flt. Lt. Cockey (16), 161 net. 18 Holes Handicap.—(First Division): Flt. Lt. Macpherson, 82 — 3=— 719. (Second Division): Flt. Lt. Clarke, 93—12=81, and Flt. Lt. Bruce, 95 — 14=81, tied. Best Nine Holes.—(First Division): Division): Flt. Lt. Booth, 36- Bogey.—(First Division): Flt. Lt. Jackman, 4 up. (Second Division) : Fit. Lt. Clarke, 3 up. Bogey Foursomes.—Flt. Lt. Yool and Fig. Off. Nicholson, 5 up; Fit. Lt. Weare and Fit. Lt. Barnes, 4 up. Second 18 Holes Scratch.—Flt. Lt. Gough, 79. Handicap.—(First Division): Flt. Lt. Clarke, 86 —10=76, after a tie with Group Capt. Briggs, 81—5=76. (Second Division): Fit. Lt. Yool, 85 —11=74, after a tie with Air Cmdre. Freeman, 92 — 18=74. Nine Holes.—(First Division): Flt. Lt. Davidson, 37. (Second Division): Sq. Ldr. Sugden, 37. THE ROYAL ACADEMY BANQUET. Replying to the toast of “"The Armed Forces of the Crown” at the Royal Academy Banquet on May 3, the Lord Thomson, Secretary of State for Air, said that there had recently been a controversy in the Press, overflowing into the House of Lords, which had manifested a certain feeling between the three Services. In his view there was no need for anxiety in regard to that controversy, which he con- sidered was more a Sign of emulation than of jealousy. Some of the brightest brains in Whitehall 4ad been sharpen- ing their wits upon each other for many years on this topic. Flg. Off. Nicholson, 37. (Second THE DEAD SEA.—A Fairey II.F of No. 14 (Bomber) | Squadron on the landing ground at El Lisan, in the Dead Sea, which is 1,000 ft. below sea level. Digit ae Google — —_

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The Aeroplane 939 : May 7, 1930 | NAAN VAARR DUR oem heehee Veet A y INFORM BENDIX THEIR ; : BRAKES INVALUABLE ON’ IN id — lll Le {7 LSC, 17 he OOF 6 1 OPC EPOPOTS De Bt IE DEIO ERIE Sot Oe, 72 CLONE COLTES, ONBOARD OULU LP Utt So cabled Captain Barnard who piloted the Duchess of Bedford’s “‘ Spider ”” Monoplane in her World Record Flight to the Cape. Bendix “Servo” Brakes proved invaluable because among other advantages they ensure perfect Ground Control, enabling safe landings to be made in small areas and permitting : cross-wind taxi-ing and _ take-off—thereby WIN ae avoiding the danger of disastrous ground. loops. Bendix Brakes are the most modern develop- ment in Airplane control, and no Pilot need be without them if he specifies them when. ordering his machine. ’ BENDIX BRAKES FOR AIRPLANE S F ull par. iculars from— . BENDIX-PERROT BRAKES LTD, "Westwood Road., WITTON, ‘BIRMINGHAM imine be 1480 & 1481. Telegrams: = Bendixcorn: Birmingham’ : KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING. WITH ADVERTISERS.

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840 Th e Aeroplane May 7, 1930 A CHASER.—The Westland Interceptor Fighter (Bristol Mercury 2A). Lord Thomson said that he remembered when he first took office in 1924 he had a word of advice from the late Lord Balfour on this subject. Lord Balfour had said to him that of course there was emulation between the Departments, but there was no danger of strife penetrating to the rank and file, because the thing that struck him most when visiting these forces had been their good fellowship and harmony and the way they had worked with one another. He had always remembered that as a word from one of the wisest statesmen of this and the last century. The Fighting Services might be compared to the three sisters in the fairy tale, the youngest of whom, Cinderella, was a modern young woman, very up-to-date, who possessed a peculiar charm for several most eminent people. The word ‘‘substitution’’ was anathema in Whitehall—the long word ‘‘superimposition’’ was preferred. That again was only in the tradition of the Services. When one looked back on history and the growth of armaments, when one looked down that long avenue which led back to antiquity and those things that were obsolete, one saw the knight in armour, followed by the bowman and the musketeer, travelling down that long avenue slowly and reluctantly in obedience to the demands of modern progress. Exactly the same thing was happening to-day. It was the most natural thing in the world, and one of the wisest, that nations and professional warriors should cling to their tried weapons until the last moment, not abandoning anything that was old until they were sure of what was new. To his mind the personnel of the Fighting Services to-day was one of the most fascinating subjects. The soldier, the sailor and the airman of to-day were vastly different from the men he remem- bered when he joined the Army nearly forty years ago. To-day many of them were highly-skilled technicians. They were accus- tomed to handling machines which required nerve, knowledge and great experience, They were men who must be capable of controlling their nervous systems under truly appalling conditions. The com- position of our armed forces to-day was something new in history. They were citizens who had adopted the great profession of arms and were prepared and anxious to live up to their high calling. CIVIL AVIATION. In the House of Commons on Apr. 30, Cmdr. Bellairs asked the Prime Minister whether the Government had considered the desirablitiy of making Civil Aviation entirely independent of military control, and whether he could state the future policy of the Government in this matter. The Prime Minister said that Civil Aviation in this country was not under military control, the Air Ministry being a Department which had a number of civil, in addition to military, functions. His Majesty's Government did not con- template any alteration in the existing system. WARIN THE AIR THE BEST BOOKS ABOUT THE BRITISH FLYING SERVICES IN THE WAR 1914-18 Post Free. £ GI THE WAR IN THE AIR, Vol. I. Sir Walter Raleigh. oat & THE WAR IN THE AiR, Vol. IL.) H. A. Jones. (With Index for Vols. I. and II. 18 O THE STORY OF A NORTH SEA AIR STATION, G. F. Snowden-Gamble. 1 1 LETTERS FROM A FLYING OFFICER. a R. Stuart Wortley. | | 9 INTO THE BLUE. Norman Macmillan. 9° FLYING FURY (Five Years in the R.F.C.) J, B. McCudden. 9 ABOVE AND BEYOND PALESTINE. C. E. Hughes. 11 WAR BIRDS. An Unknown Aviator. ALL THESE BOOKS HAVE BEEN FAVOURABLY REVIEWED IN THE AEROPLANE AND MAY BE HAD FROM -THE AEROPLANE BOOK DEPT., CANNON HOUSE, PILGRIM STREES, E.C.4. Digitized by

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May 7, 1930 The Aeroplane - aster than moet! Unlike so many so-called Sports Cars the 18/80 M.G. Six Sports Mark I. backs up its sporting coachwork’ with 2 genuine sporting performance. It is one of the lowest-priced safe speed cars you can buy. The. 18/80 M.G. Six Sports Mark I, . Prices from £510 ¥ 7 «&. ISSUED BY THE PUBLICITY DEPT. OF THE M.G. CAR COMPANY, PAVLOVA WORKS. ABINGDON-ON-THAMES KINDLY MENTION a THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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-. 942 : The Aeroplane May 7, 1930 [' you are using ten or more portable Electric or Pneumatic Tools it will pay you to put in a Black & Decker HIGH CYCLE Installation ... simplifying the work ... increasing pro- duction ... reducing costs! High Cycle is the latest and most efficient development in Heavy Duty Production, the Black & Decker Tools being driven by a squirrel-cage type motor operating on 200 cycle current giving the following BIG advantages ;— Greater power per pound. No revolving wires—rotor being made of solid copper bars, rivetted and welded in position. Maintained speed under load, increasing produc tive capacity. Lhecomplete range of Black Simplified maintenance — no commutator or & Decker Portable High | brushes. Cycle Tools is fully de- Mechanical and electrical design built for heavy scribed in the new High duty and:continuous production. Cycle brochure shown Obiainable from. the leauing Macainery and above. Write for it. Electrical Accessory Dealers. | BLACK ‘zsi.ar TOOLS BLACK & DECKER LTD., SLOUGH, BUCKS.—Also at Toronto, Ontario, CANADA, & Sydney, N.S.W,, AUSTRALIA. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 7, 1930 THE LIGHT AND THE FLYING CLUBS. The Aeroplane 843 AEROPL. - SHOREHAM VAPOURINGS. A channel fog drifted into the South Downs: on Sunday, May 4. Motoring to the flying meet at Shoreham Aero- drome about noon one discovered one John Rogers and his~ little blue Klemm monoplane in an absurdly small field about four miles north of the aerodrome. He was gazing into the-mist with a monocled and malevolent eye and stated that he was definitely not going into the soup again and it-must lift before. the Air Display was favoured with his presence. ; A white Moth, G-AAUS, came over, disappeared into the cloud, re-emerged, and after one look at Mr. Rogers’ field went and landed somewhere. else. A. Desoutter, G-AATK, was last seen diving into the hills to the East. At Shoreham Aerodrome visibility was only slightly better and Wing-Commander George Pretyman wisely announced that the start of the programme would be delayed. Four of the visitors offered to “formate” by way of a stop-gap. Mr. R. Bentley in the Hermes-Moth G-AAIM, Mr. A. C. M. Jackaman in his Gipsy-Moth Coupé, G-AADX, Fit.-Lt. T. Rose in his Moth, G-AAKJ, and Mr. S. Thorn in the Hermes-Avian, G-AAHJ, flew in close formation through gaps in fog and were duly appreciated by the crowd, which was alreaay large. Mr. H. H® Leech took up the Genev- Martlet and showed its paces, which are exceedingly fast and handy, in a variety of aerobatics. A slight lifting of the fog induced the Master of Ceremonies to start the parade of aircraft, in which the machines already mentioned took part, with Mr. Bellairs flying the Martlet, and also Mr. Rogers, who had just’ arrived in the Klemm D 1776. The parade derived most of its thrill from the antics of Mr. Bentley’s Hermes-Moth, which crazy-flew over the sur- rounding country in a manner which said volumes for the pilot’s faith in his engine and rather demanded an equal confidence among the spectators. Because of the very poor visibility and the occasional arrival of visiting air- craft there was still considerable danger in the parade at that time, which the cavortings of the golden Moth did nothing to reduce. Fortunately no really narrow shaves occurred to disquiet the spectators, although the Martlet once looped up into the low cloud and the Klemm, which was following, turned sharp right to be out of the way of the subsequent dive. Fit. Lt. Rose, of the Anglo-American Oil Co. Ltd., and Mr. Thorn of the Cirrus firm gave excellent individual displays of aerobatics and Mr. John Tranum walked the wings of an Avro piloted by Mr. Miles. Among the visitors present were Sir Sefton Brancker, Director of Civil Aviation, who motored down; Lt.-Col. Henderson, in the Desoutter previously mentioned as dis- appearing in the Sussex Downs, among which he had rested for lunch; Mr. R. Wyndham in G-AAUS, ditto; Mr. B.. Thynne in a slotted Spartan, G-AAGY; Miss Brown in a Cirrus-Avian, G-EBVZ; W. G. Robson in a Gipsy-Moth, G-AADV; Mr. Stack in his Hermes-Moth, G-EBUF, which is looking extremely smart in new cream and scarlet; and Mr. Handstock in “Miss Ethyl,” the slotted Widgeon, G-AAFD, in which Mr. John Tranum came as a passenger. Unfortunately Mr. Tranum’s usual parachute descent had to be cancelled owing to a damaged parachute. Mr. Stack at the request of the: management entertained the assembly Pe SUMMER KIT.—The Automobile Association’s ever- present helpers in time of trouble. with 3 usual effective stunting immediately after his arrival. This. Wing-Commander Pretyman’s first essay at an air show, was dogged by bad luck. The impossibility of running through the programme while fog rolled over the ground kept the crowd waiting for unavoidable intervals in spite of gallant efforts by visiting pilots. Furthermore, the illicit penetration by devious routes of numerous non-contributing hedge-guests hindered progress by thronging the machine- park as well'as the more exclusive enclosures. The loud-speakers, which. are .a useful adjunct to these functions, do not function very well when the aerodrome is so small as that at Shoreham, owing to the constant close-ups of engine noises, and the announcer did not seem to be well: supplied with information. There ought at least to be a register of visiting pilots and all participants in which they should be asked to enter the type, engine and marking of their aeroplanes. This would enable the announcer—and the Press—to report proceedings without those lapses from accuracy which those in charge of flying meetings are most interested in avoiding, and most prone to resent afterwards.—F. D. B. Lav ceo me + 7 BO Meee bee Rm ! Sea a hy . THE FOG OF PEACE.—The performers at Shoreham,—Mr. Bentley, Mr. Jackaman and Fit. Lt. Rose in Moths: and Mr. Thorn. in an Avian.

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SS SS == —— SSS a Digitized by Google ’ —_—

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May7. 1980 The Aeroplane. : aie Covers 1800 miles from Fort McMurray, Alberta, to Aklavik on the Arctic Ocean. Operated by Commercial Airways Limited of Edmonton, Alberta, using Six-seater Bellanca Monoplanes fitted with 300 h.p. Wright Whirl- wind engines lubricated with CASTROL. The report of Canadian Wright Ltd. on one of the engines is reproduced below: — CANADIAN WRIGHT Limited, MONTREAL. Messrs. C. C. Wakefield & Co., Ltd., = New Birks allan | February, 10th, 1930. Montreal. : Attention Mr. H. H. Ferguson. Gentlemen: We beg to acknowledge receipt of your letter of the 5th inst., relating to the J-6 engine which has been overhauled by us for Commercial Airways, Edmonton. It wes understood from our serviceman, Mr. Sims, that this engine has used CASTROL. This engine has been stripped down and is in a remarkably good condition and the amount of replacement parts is negligible. This engine has done nearly 200 hours, having done a trip from Edmonton to Aklavik under the most trying conditions. At times the temperature was as low as 60° below zero. The cylinder walls and the pistons are in extremely good condition and there is a very small amount of carbon on the pistons. This engine could easily have done double the amount of time without having to be stripped down and it is extremely gratifying to see the excellent results fron a good quality of lubricating oil, and we have no hesitation in recommending the use of this oi! on Wright Whirlwind engines. The use of this oil certainly reduced operation costs. Yours faithfully, CANADIAN WRIGHT LIMITED, ARTHUR S. SUDDES, Service & Works Manager. WAKEFIELD CASTROI The Product of an ALL- BRITISH Firm. MOTOR OLL C.C. WAKEFIELD & CO. LTID., Wakefield House, CHesnune: London, E.C.2 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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846 The. Aeroplane May 7, 1930 _ ~The best thine 6 SS EIGHT NEW RECORDS. Se eect April 1o—First non-stop flight England to Africa. : ey. — April 19 —First non-stop flight Bulawayo to Capetown. RQ RON mw April.19—Longest non-stop flight in Africa. 2 Ups Po Pye April 19 —Comple.ion of England to Capetown flight : paar pa 0, SY PS in 10 days. : ie Pe April 26—First non-stop flight Khartoum to Cairo. April 26—Completion of Cape to Cairo flight in 6 days. . EUs Sa April 30o—Completion of Capetown to London flight in 10 days. ee April 30—Completion of England to Capetown and back flight in ‘20 days. KINDLY MENTION “THE AEROPLANE”

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847 The Aeroplane May 7, 1950 a civil aviation for three or four years !" vide Air Vice-Marshall Sir Sefton Brancker, Director of Civil Aviation. Her Grace the Duchess of Bedford with Capt. C. D. Barnard and Mr. R. Little as pilots have completed a record flight from Cape Town and back, ae @ op y- ) with a . y C Upiter engine e i yy The Aircraft used was the ‘‘Spider’’ Fokker Monoplane and the Engine of the “ Bristo:”’ Jupiter Series XI.F. Type. Speaking of the performance of the Bristol Engine in this memorable and epoch making fight Capt. Barnard pays the following tribute: “Then there was the splendid behaviour of the engine which stood up so successfully to 200 flying hours. It should be a.matter of pride that British workmanship has rendered this possible, although perhaps only those familiar with aero engines will realise what a magnificent performance our ‘Bristol’ Jupiter has put up.” Capt. C. D. Barnard in the “ Daily Express” May 1, 1930. WAS 101 DAYS. 66 \ THE PREVIOUS RECORD FOR THIS FLIGHT The °*‘ Bristol” Jupiter Engine is Designed and Manufactured by lhe Bristol Aeroplane Company.Ltd BRISTOL. FILTON Telegrams : Aviation, Bristol. Telephone: 3906 Bristol. RESPONDING WITH ADVERTISERS.

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848 The Aeroplane May 7, 1930 FOR CHARTER.—An Avro Five monoplane (three Armstrong Siddeley Genet-Major engines) which is being operated by Airwork Ltd. and Air Taxis Ltd. in conjunction for special charter work.—(" is slightly tail-heavy with two up or a single occupant in the back seat. There is no tail-trimming gear. The response to elevator control is rapid and positive, however, and the load on the pilot not inconvenient. This control continues fairly positive down to a sveed of less than 25 m.p.h. The rudder is light and sensitive at all speeds, and is the pleasantest of the three controls. The ailerons, which are already marked for modification, are the main fault of the D.W.2 at the moment. At cruis- ing speeds, and above, they load uv quite heavily, and the response, although positive enough; embodies a perceptible lag. At stalling speed they naturally become easier and are Still effective, though rather slow. The alteration in aileron design is not yet settled as be- tween a somewhat larger Frise aileron and the Pearson rotary, but when once the lateral control is eased up to balance more nearly with the others, and to give a slightly quicker reaction, the handling of the D.W.2 will improve tremendously. At present the ailerons would certainly facilitate growth within the ham-handed brotherhood, which is numerous enough now; and the lack of balance as be- tween the various controls is bad in a training machine. Aeroplane’’ photograph.) at 40 and touches—if classic three-point practice is observed— at 25 m.p.h. The Warren-truss bracing gives a most pleasant impres- sion of solidity in flight. A tail-trimming device would add greatly to comfort. The D.W.2 can be flown impartially from either seat with one un, and is Slightly tail- or nose- heavy, according to which seat is occupied. A simple bunjie would ease the slight load on the wrist for long flights. The instruments are all on a dashboard in the front cock- pit, which arrangement is novel and a little disconcerting at first. There is no vartition between the cockpits under the fairing and over the back of the front seat, so that the person in rear can see the air side of the instrument board if the passenger obligingly sits to the right, and the engine side, if, in response to an admonitory poke, he changes over to the left. This is the great advantage of the plan but the pilot is sunvosed normally to fly in front, and the pupil will take that seat for instructional work. Flying alone, the vilot can see all the instruments from either seat. Whether this has any real advantage over the more usual, and more easily trimmed, arrangement of the pilot in rear, is rather doubtful. The large span intensifies the yawing moment.set uv by the non-differential ailerons, and plenty of extra rudder is needed when going into a sharp turn, although the light The dimensions, weights and loadings of the D.W.2 are: | Span, Top wing 38 ft., Bottom wing 32 ft., Chord, Top wing 6 ft. Bottom wing 4 ft. 9 in., Length 24 ft. 6 in., Height 9 ft., Wing are: ¢ ‘ > “ . : aA and effective rudder control disguises this somewhat. Di- 24° 84: ft. Weight empty 990 Ibs., Weight loaded 1,500 lbs. (for aero— ' - batic C. of A.), Wing loading 4.4 lbs. per sq. ft., Power loading . 5.8 hedral is confined to the lower, smaller wing, and gives ps. per hip. hon little help coming out of a turn, so that firm aileron and some tov rudder is needed and they give an effect of heavy handling in this manceuvre which is undeserved, as it is solely due to the ailerons. In level flight the aeroplane is very stable and the stalling speed is difficult to find because it is so low. Height is main- tained at 32 m.p.h., and below this the machine sinks quite happily on an even keel and is responsive to all controls with the engine on or off. The D.W.2 glides comfortably Final performance figures are not yet available! —F. D. B. THE LONDON AEROPLANE CLUB. = The Committee of the London Aeroplane Club : ani that they are now almost certain that the Club w move from. Stag Lane. this year. The Club is a 2 with the De Havilland Co. for the acquisition of a mumbe of lock-uvs to accommodate the privately-owned air of the memnkers. “—_ . ea FOR TRAINING.—The D.W.2 two-seat training biplane (Cirrus IIT engine), which has ia built by the D.W. Aircraft Co., of Brooklands Aerodrome, raed Digitized by CooRle |

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May 7. 1980 The Aeroplane | ai FLY AS YOU DRIVE “Come to think of it, Paddy, this side by side seating is only sensible.” “Of course itis. But this Blackburn Blue-_. bird’s the only English plane that’s got it.” “ Amazing.” “It always happens that way. For years and years we put up with something that’s obviously wrong until. someone has the sense to do the thing intelligently. In this case Blackburns.” “Ts just like the car. Side by side, no telsphones or any fuss of that sort, and every bit as comfortable too.” “Yes, and fast and reliable and easy to handle. She’s a great little ’plane, the Blackburn Bluebird.’ 2 . BLACKBURN fvz0 AUCTIONS LTD. BURLINGTON GARDENS. opp. Burlington Arcade, Bond Street, w.1. Phone.: Victoria 8761 Aerodrome at Heston . Agency territories available. * ’ SIDE BY SID FSR RONSON ™ rR PIES aera pspasantsiect aA This machine 1s the outcome 3 of 21 years’ manufacturing experience .. .. Price £795 BLUEBIR Sole world distributors ’ : ‘ AUTO-AUCTIONS

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850° ON TEST.—An Avro Avian (Cirrus Hermes engine).—(‘‘ Aeroplane ”’ The Aeroplane May 7, 1930 photograplv.) FLYING TESTS OF MODERN LIGHT AIRCRAFT. II—THE HERMES-AVIAN. [By CHRISTOPHER CLARKSON. ] The Hermes-Avian is a two-seat light biplane with metal fuselage and wooden wings built by A. V. Roe and Co., Ltd., of Manchester. Its normal power plant, the 105/115 h.p. Hermes engine, is made by Cirrus Aero-Engines Ltd., of Croydon. ° Henlys (1928) Ltd., the well-known automobile agents, have acquired the sole agency for this machine for this country and the Headquarters for their Aviation Depart- ment are at Heston aerodrome, where they have a Sales, Ser- vice and Spare-parts Depot. During a test flight made by the writer at Heston the ma- chine gave a very good account of itself. Throughout its tests the machine showed itself to be one ‘of the nicest of its. class that the writer has flown, apart from two peculiarities which are present in 90 per cent. of modern light aeroplanes. One is a certain heaviness of the lateral control at any- thing except low speeds. One may be fussy—or the aver- age owner may not be so particular—but it is essential to rave the controls not only well-balanced in their relation to one another and efficient in action, but also light to handle as well? Heavy steering damns a car and heavy controls may damn a light aeroplane, ven if only one ‘of them is at fault. The Hermes-Avian is not so heavy as some other machines; admittedly, but it seems a pity that a machine which is so good should have any peculiarity which is easy to remedy. The other point is that of view—also a very common fault. ‘The back seat is rather far forward under the planes, which ‘obstruct the view upwards and outwards. The front seat is better in this respect, because of the rather large gap. The day is past when one can go from London to Leuchars and never meet another machine, and there are far too many aeroplanes flying round our aerodromes to make a “blind” machine anything but a menace to all concerned. This question of view does not get enough attention paid to it in civilian aircraft. : In all other respects the machine is excellent. The climb is 5,000 feet in 5} minutes and the air-speed indicator showed a top speed of 108 at ground level, and a cruising speed of 94 at 1,880 r.p.m. The take-off is quick, and there is plenty of control for cross-wind tdake-offs and landings. The glide is particularly pleasant. It is slow and rather fiat, but with ample control, and one feels all the time that the machine will do exactly what is wanted of it. The machine side-slinos well, and recovers without any sinking. The actual landing is made at a slow sveed, with @ correspondingly short run. It has a tail incidence actuating gear by means of a wheel on the left-hand side of the cockpit, which is a great ad- vantage, and a fitting which would improve other light aeroplanes. The controls are efficient at all speeds, but might be more closely balanced in their relation to one another. The fore-and-aft control is light, the directional control is normal and the lateral control is rather heavy—as already mentioned. The stall in level flight is gentle, and the recovery is quick and easy. When stalled on a turn there is no tendecy towards a spin. The machine sinks away without attempt- ' ing to whip into a spin, and control is recovered almost im- mediately. It is in fact a difficult machine to spin, and. has to be forced in with the incidence wheel wound well back. Once in it has to be held in and it comes out rapidly without undue loss of height. For such aerobatics as could be made without shoulder straps the machine was good. It was very manceuvrable and answered quickly to the controls. f A point about this machine is, that whatever one is doing, one. feels that one has complete control of it, and there is never the feeling that is sometifaes found that the machine is really flying you. The cockpit is comfortable, but would be improved by an adjustable seat. The vibration, or lack of vibration, is moderately good, and although the machine flown had no exhaust-pipe, and was consequently noisy, when the long exhaust-pipe is fitted the engine should be quiet enough. The controls: are well placed, with the exception of the incidence wheel which would be in a more convenient posi- tion if it were moved a few inches forward and it should also be duplicated in the front seat. There is a full set of instruments, including a compass, but a turn indicator is not included. The view, avart from details already mentioned, is satis- factory, and is especially good directly forward along the nose as the tov of the fuselage and engine cowling are quite clear and free from bits and pieces. This imoroves the view when gliding in, and enables the vilot to see more of the area on which he is proposing to land. : The machine is easy enough to taxi, and the tail can be lifted round by hand. The tail-skid is non-steerable. Spares and service, apart from that available at Heston, can be got both at Hamble and Manchester, and Henlys Ltd., are prepared to give all reasonable service to their customers. | The appearance and finish of the machine are quite up to the best British standard. A large luggage-locker is provided behind the rear seat,

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rere The Aeroplane * Kk * KK Kk OK Ke K KX KX KX OM & K KX OK K K * kK Kk kk HK im x SG val | le a 1 | 5 ‘€é ¥ % - of - ee: L, iim) ¥ | t ee ey ees | ara 4 i lig eA ae ee RRR RAK SR WAAAY XSF * 3 Geneon x 15 4—-——_——— * eee ~ RO SSI SSS Nae i x wizis ee ie (2 ¥ ean al ¥ Qe ee : OE PAE * pee (ae ¥* mo a t } y EN . QQ r. : aay 1] * _ . SB EME att c= 1 | ‘i Sa | - % ' c ea . x : ADVANTAGES OF THE wl Be * * x ran F AND ‘W’ ENGINES ali : (E)—Reduétion Gear J ‘ In the Rolls-Royce design the small but inevitable de- * : ‘ flections of the crankshaft are isolated from the crankshaft alt : pinion, thus ensuring perfect alingment of the teeth of .. “1 Es both gear wheels under all conditions. | F KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Avian (Hermes) on test.—(“ Aeroplane” photograph.) but there should be map pockets in the cockpits. On the machine floor there was nowhere to put anything. At present, manufacturers consider shoulder-straps and adjustable seats a luxury, and items which will add to the cost of the machine, but they are luxuries which will have to be incorporated in the future, when competition is more keen, and one would like to see them now. For club instructional work the Avian has much to re- commend it. The climb is quite good, and the efficiency of the controls is ample: for all instruction up to and including advanced aerobatics. The absence of vicious ten- dencies in a spin, or towards the development of one, are points in its favour. The price, £895 complete, is on the high side But asa machine one must admit that it compares favourably with other modern two-seat light aeroplanes. The performance figures, as issued by the Avro Company in a catalogue, are given below, and it will be noticed that the readings taken during the test flight, with only one up, are an improvement on those claimed for the machine. A landing speed of 45 m.p.h. also seems to the writer to ‘be a mile or two faster than that actually found in prac- tice. — The Aeroplane May 7, 1930 There are, however, some extraordinary omissions in the catalogue. The horse-power of the engine is not stated, nor is any mention made of the climb, petrol consumption or price of the machine. All these are points which an intending purchaser must know, and are essential to him in his initial considerations. DIMENSIONS.—Span 28 ft. 0 in. (8.5 m.), Width folded 9 ft. 6 in. (2.9 m.), Height overall (tail on ground) 8 ft. 6 in. (2.6 m), Length 24 ft. 3 in. (7.4 m.), Wheel track 6 ft. 0 in. (1.8 m), Wing area 245 sq. ft. (22.8 sq. m.). WEIGHTS.—Weight empty 1,005 lks. (456 kgs.), Pilot 160 lbs. (73 kgs.), Passenger 160 lbs. (73 kgs.), Petrol (24 gallons) 178 lbs. (81 kgs.), Oil (2 gallons) 20 lbs. (9 kgs.), Loaded weight 1,523 lbs. (692 kgs.}, Total permissible weight 1,609 lbs. (726 kgs.). PERFORMANCE.—Max. speed 100-105 m.p.h. (160-168 km.p.h.), speed 45 m.p.h,. (72 km.p.h.), Cruising speed 90 m.p.h. km.p.h.), Duration (cruising speed) 4 hours. Landing (144 AN AMERICAN CIRRUS RACE. American Cirrus Engines Inc., of Marysville, Mich., has . put aside a sum of $25,000 (£5,000) to provide the three main prizes in a race to be known as the All-America Flying Derby. Provided that not less than 15 aircraft enter for the Race it will start from New York on July 21 and will follow a 7,500 mile circuit touching Mexico City, Los Angeles, Mon- treal, and back to New York. The race will be open tc pilots of any nationality and either sex who hold recognised flying licences. The ma- chines may be of any type but must be fitted with an en- gine made by American Cirrus Engines Inc. This company now markets three engines, the standard American-Cirrus engine and the American Hi-drive Ensign inverted four-cylinder in-line engine, which may be sup- plied either as a geared or ungeared engine. All three en- gines may be fitted with a De Palma supercharger, which device is also made by the company. : The course will be divided into eight stages and most of the route will be over established and lighted airways but the controls will be so selected as to make night flying un- necessary except in emergency. | POBURNY OD Ha O72 me Mite NS ane Ting a ‘a ) . MODERN TRADE WAYS.—Henlys’ Aircraft Depof at the Heston Air-Park.—( 4eroplane” photograph.) | Digit ae Google

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‘May 7, 1930 VYhe Aeroplane 853 VAVA vANAVAVAVAVAVAVAVAVAVAVAAYAVAYAATAYAVAYAAYAYA'AYAYAVAYAYAAYAYAAYAYATAYAYATAY LAAN en eee ee IAN VAVAVAVAVAWAVAVAVAVAVAVAYAYANAVAVAVAIAVAVAVAVATAVAVAVAVAVAVAVAVAVAVAYATATANA PAIPAPA APN ALL- METAL “AIRCRAFT. gO LESS ha es i a oy LTE, ERAGE LOGE ae YEE zx o. OE) ona Be Tg Bee Ld (iy, eka: ROE By courtesy of © Flight."’ - | The Boulton & Paul System of Metal Construction The structural design of H.M. Atrship R.101 represents an. entire departure from ail hitherto accepted standards of airshib production, and convincing proof of the ‘soundness of the ship’s many novel features has already been afforded by her preliminary tests. The whole of the main framing of tits ship was manufactured by Boulton & Paul Lid., and the actual design of this framing embodies the results of their unrivalled kuowledg2z of the technique of metal aircraft construction. Those who contemplate embarking. on all-metal aircraft design can obtain full purticulars of the available sections and thetr characteristics upon application. BOULTON & PAUL L'D» NORWICH London Office . - - 139, Queen Victoria Street, E.C.4. DESIGNERS & MAKERS OF ALL-METAL AEROPLANES & AIRSHIPS. Contractors to the Air Ministry, the Admiralty, the War Office, H.M. Board of Works, the Crown Agents to the Colonses, English, South American and Indian a eUMGyS: Soudan, South A fricain and Egypt:an Governments. This photograph gives some idea of the complexity of R.101’'s_ structure, and of the adapta- bility of the Boulton & Paul methods of metal construction to all types of atr- craft. Revel Air Force Ses Crown TIE Reserved. VAVAVAYAVAYAYAYA NI 1 ow AAAI AAA 741A AAV YAVAVAVAVZAVAVAVAVAAVAYAVAVAVAVAVAVAVAVAVAVAVAVAVAVAYAVAVA VAYAMA "AVA AYATAYAYAYAYAYAYA VAYMVANS EINDLY MENTION “THE AEROPLANE” WHEN’ CORRESPONDIN G WITH ADVERTISERS. — ~~ ee -

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The $54 Aeroplane May 7, 1930 eo +—ihe 6 eo BES mes . , LATEST HAWK-MOTH.—The D.H. Hawk-Moth six-seat cabin monoplane with the 300 h.p Wright Whirlwind engine and special. D.H. cowling.--(“ Acrovlane”’ photograph.) ' FEMININE ASPIRATIONS. On May 5, at 07.45 hrs., Miss Amy Johnson left Croydon Aerodrome in an attempt to fly to Australia. Miss Johnson is the first woman to qualify as a ground engineer. She is flying a D.H. Gipsy-Moth, which she has named Jason. In this machine Mr. Hubert Broad in July 1928 put up an unofficial duration record of 24 hours, and in the same machine Mr. Lawrence Hope flew to Kenya and back on a special newspaper mission. The fuel capacity of the machine was increased to 80 gallons for such performances. There is a 35-gall. tank in the front cockpit and a 25-gall. tank in the fuselage, as well as the standard gravity tank. This should give a duration of about 18 hours at cruising speed. Miss Johnson apparently has no schedule, and her pro- bable date of arrival, her route and stopping places all seem to be delightfully vague. Miss Johnson arrived at Vienna in about 10 hours after leaving Croydon. This first long stage, which Miss John- son seems to have flown non-stop, augurs well for the success of her venture. , GREAT CRISTOFERO! A dispatch from Addis Ababa states -hat two distinct types of print have been used for overprinting the Abys- Sinian Air Mail stamps, one showing a colon after the last Arabic character at the base of the overprint, and one without the colon. The Abyssinian Postal authorities state that the stamps without the colon weye issued accidentally, and they are therefore likely to be much scarcer than those with the colon. Philatelists will do well to note this detail, aS it may mean a rise in value before long.—n.N. Ss. ~ air for 35? hours. MOTH—ER INDIA. Three aspirants are on their ‘way in attempts to win the Aga Khan’s prize of £500 for the first Indian to fly solo from India to England or vice versa. Jehangir R. D. Tata left Karachi at dawn on May 3 and flew to Jask, whence he started for Basrah on Sunday. He is a member of the Bombay Flying Club. The other two contestants are travelling in the Eastward direction and are about neck and neck to date. Man Mohan Singh, who left England some months ago and crashed in France, got as far as Abukir on May 5, while Mr. Adley Irani, otherwise Mr. A. Engineer, left Benghazi the same day on his way to Tobruk. All are flying Moths. A FEMININE PERFORMANCE. Mile. Lena Bernstein, flying a Farman 190 monoplane (230 h.p. Salmson engine), has succeeded in emaining in the She thus beats the previous best time for duration for women, of 27 hrs. 17 mins., put up by Mme. Maryse Bastie. Mile. Bernstein also holds the women’s record for the longest non-stop flight in a straight line with 1,687 miles. AN INCLUSIVE SHOW. Weybridge Automobiles Ltd., under the management of Mr. J. Allday, himself an ex-R.F.C. officer, have staged an attractive motor show, in which there is a speed-boat and, in order that earth, air and water may be adequately repre- sented, a D.H. Cirrus Mark II Moth as well. This Moth is the property of Major Marmaduke Pickthorne, who will fly it personally in the forthcoming King’s Cup race. HE LATEST HAWK-MOTH.—A nose view of the 300 h.p. Wright Whirlwind engine in its special D.H. cowling on the D.H. Hawk-Moth cabin menoplane, —(" Aeroplane ”’ photograph.) ni ee Google

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May 7, 1930 The Aeroplane —_ Ss, at Y deh o% sf 4 nes pears 18,500 MILES ; a The Bristol-Jupiter en-— fo i gined Monop'ane “The 4 Spider,” used by The y Duchess of Bedford and piloted by Capt. C. D. 4 Barnard, was filted with yo K.L.G. PLUGS o 5 ( ee) i Z CAPE TOWNE, oe ptt Gel ly KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 855

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SS a = —=S ————— = = ———=

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May 7, 1930 The Aeroplane Women's World Flying Endurance Record ON SHELL The world’s endurance flying record for women pilots has been broken by Mile. Lena Bernstein flying a Farman 190 machine fitted with a 230-h.p. Salmson engine. Commencing on May 2 last she remained in the air for 35 hours, 46 minutes, 55 seconds, thus beating all previous records of this class for women pilots. As in so many cases where relia- bility was of paramount importance - SHE CHOSE GOLDEN SHELL OIL and SHELL AVIATION SPIRIT KINDLY MENTION “THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS. 857

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858 THE R.Ae.C. TOURING DEPARTMENT. With a view to assisting those who are interested in tour- ing and travelling by air, both at home and abroad, the Royal Aero Club has formed a special department to deal with this branch of aviation. The Club supplies all in- formation necessary or likely to be of use in any con- templated flight or tour. Advice and information may be obtained about air routes with particulars of aerodromes, landing grounds, prohibited areas and air corridors; also about the official requirements and formalities to be conformed to on entering or leaving a country. _ Large-scale maps showing all known aerodromes and lJand- ing grounds are available at the Club, and any particular maps required will be supplied or prepared. The Royal Aero Club, as the sole authority recognised in this country by the Fédération Aéronautique Internationale, issues Customs Carnets, together with the necessary customs forms, and, where permits are a condition of en- tering a country, these are obtained. The Carnet enables the holder to travel without having to make payments for Customs Dues on Aircraft when arriving in a foreign country. The charge for the Carnet to members of the Royal Aero Club and Associated Light Aero- plane Clubs is £1 5s. for aircraft not exceeding £1,000 in value, and £1 11s. 6d. for aircraft valued over £1,000. An additional £1 1s. is charged to non-members. In making application for the Carnet the following par- ticulars must be supplied :—(1) Name and address of pilot: (2) proposed date of departure from England; (3) type of aircraft; (4) monoplane or biplane; (5) registration mark: (6) value of aircraft; (7) weight empty; (8) span; (9) wing area; (10) wing construction (wood, fabric, metal); (11) colour of aircraft; (12) number of seats (including pilot’s); (13) type of fuselage (open or closed); (14) engine: type, horse-power, manufacturer’s number. Application forms may be obtained from the Royal Aero Club, 3, Clifford Street, London, W.1. MEMBERSHIP OF THE R.Ae.C The following are the subscription rates to the Royal Aero Club :— Ordinary Members, £6 6s.; Officers of the Royal Air Force, the Royal Air Force Reserve, and Air Ministry De- partments, £3 3s.; Members of Associated Light Aeroplane Club (i.e., Full Flying Members) holding current “A” or “B” Licences, £3 3s. There is no Entrance Fee. Further particulars may be had from Mr. Harold E. Perrin (Secretary), 3, Clifford Street, London, W.1. THE INTERNATIONAL TOURING COMPETITION. Herr Gerhardt von Hoeppner, the General Secretary of the Aero Club of Germany, is making a tour by air of the course to be used in the International Touring Competi- tion for Light Aeroplanes. On April 30 he reached Eng- land and visited the Municipal Airport at Bristol and the Heston Air-Park, London, and he was afterwards enter- tained to dinner at the Royal Aero Club. Herr von Hoeppner took the opportunity of discussing the general arrangements of the Competition with Major Cc. J. W. Darwin and H. E. Perrin, representing the Racing Committee of the Royal Aero Club. Hereafter appear the entries for the Challenge Inter- nationale de Tourisme, which will start from Berlin on July 20. The entries are grouped under the Clubs under whose eegis they will fly. The first name given is that of the indi- vidual entrant. Then comes the make and type of aero- plane. Then comes the make and type of motor. And, when nominated, the name of the pilot appears in brackets :— GERMAN AERO CLUB. Verein Furr Luftahrt—B.F.W. M.23b—%72/89 I.p. Siemens S.H.13—(——-). Leichtflugzeugbau Klemm G.m.b.H.—Klemm L.26V—80/100 h.p. Argus As.8B—(Spengler). Ditto—Klemm L.25E-—-80/100 h.p. Argus As.8—(Lusser). Rhein Luftfahrtindustrie G.m.b.H.—itaab-Katzenstein RK.29 (Deutsche Motte)—Siemens 8S.H.14 or Argus As.8— (Raab). Paul Ebner—D.H. Moth—98 h.p. D.H. Gipsy I—(Ebner). Leichtflugzeugklub Mitinchen—Phoenix L.2—72/89 h.p. Siemens S.H.13—(Schultes). Dr. Von lLangsdorff—Phoenix-Meteor—Seimens S.H.14— (V. Langsdorff). , Junkers Flugzeugwerk A.G.—Junkers Junior—80/88 h.p. Armstrong Siddeley Genet—(——.). Junkers Flugzeugwerk A.G.—dJunkers (——). Osterr. Phoenix Flugzeugwerft G.m.b.H.—(Austrian) Phoenix-Meteor—Siemens S.H.14—(Kielhausen). Ditto—Ditto—Ditto—(Guritzer). Deutsche Verkhrsfliegerschule—B.F.W. 23b—80/100 h.p. Argus As.8—(Morzik). Junior—Ditto— The Aeroplane May 7, 1930 Ditto—Arado L.2a—80/100 h.p. Argus—(Stutz). Ditto—Albatros L.101—80/100 h.v. Argus—(Steindorff). Dusseldorf Aeroclub—Klemm L.25. Luftdienst G.m.b.H—Klemm L.25a—40 h.p. Salmson— (Osterkamp). Ditto—Klemm L.25e—80/100 h.p. Argus—(Poss). F. W. Siebel—Klemm L.25e—80/100 h.p. Argus—(——-). Ditto—Klemm L.25e—80/100 h.p. Argus—(——). Ing. Ferdinand Graf Starhemberg—B.F.W. M.23c—80/100 h.p. Argus—(Graf Starhemberg). Frhr. von, Freyberg—B:F.W. M.23c—80/100 h.v. Argus— (——-). Bayerische Flugzeugwerke A.G.—B.F.W. M.23c—72/89 h.p. Siemen 8S.H.13 or 80/100 h.p. Argus—(——). Ditto—Ditto—Ditto— (——-). Ditto—Ditto—Ditto— (——). Ditto—Ditto—Ditto— (——_.. Ditto—Ditto—Ditto— (——). Ditto—Ditto—Ditto— (——-). Ditto—Ditto—Ditto— (——-. Ditto—Ditto—Ditto— (——-. a Arado Handels G.m.b.H.—Arado L.IIa—72/89 h.p. Siemens S.H.13 or 80/100 h.p. Argus—(——-). Arado Handels G.m.b.H.—Arado L.IIa—72/89 h.p. Siemens S.H.13 or 80/100 h.p. Argus—(Peschke). Ditto—Ditto—Ditto— (——). Albatros Flugzeugwerke G.m.b.H.—Albatros L.100—Ditto— (——). Ditto—Albatros (—— L.101—105/115 h.p. Cirrus-Hermes— ROYAL AERO CLUB. Cirrus Aero Engines Ltd.—Avro Avian—105/115 Cirrus- Hermes—(Thorn). Robinson Aircraft Co. Ltd.—Robinson Redwing—75 h.p. A.B.C. Hornet—(——-). De Havilland Aircraft Co. Ltd.—D.H. Moth—100 h.p. Gipsy—(Broadq). ; Spartan Aircraft Ltd.—Arrow—Hermes or Gipsy—(——.). A. S. Butler—D.H. Moth—100/120 h.p. Gipsy—(Butler). The Hon. Lady Bailey—D.H. Moth—Gipsy—Lady Bailey. FRENCH AERO CLUB. P. Mauboussin—Mauboussin—40 h.v. Salmson—(——). Comte de Lambilly (Belgian)—St. Hubert—110 h.p. Walter — (Maus). Ludovic Arrachart—Caudron 193—95 h.p. Renault—-(——-). Aero Club de Royaume Yougoslave (Section Ljubljana (Jugo-Slav)—Bloudek XV—Cirrus II—(Colnar). Edouard Albert—Albert A.61—95 h.p. Salmson—(Albert). Mme. Denise Collin—Albert A.62—95 h.pv. Renault—(——-). Maurice Finat—Dewoitine—95 h.p. Renault—(Finat). E. Dewoitine—Ditto—Ditto—(Doret). Gustave Douchy—Douchy— ——- — (——-). Aéro-Club de lAisne—Caudron—95 h.p. Renault—(——-). Rénée Caudron—Caudron 193—95 h.p. Renault—(Delmotte). Guerchais et Henriot—Guerchais-Henriot 5—Ditto— (Bapt). Jean de Permangle—Farman 220—Ditto—(Lallouette or Permangle). Club Aéronautique Universitaire—Ducout. POLISH AERO CLUB. State Aircraft Works, Warsaw—P.Z.L.5—85/100 h.p. D.H. Gipsy—(Gedgowd). Ditto—Ditto—Ditto—(Orlinski). Komitet Wojewodzki L.O.P.P.—D.K.D.V—Cirrus TI— (Dzialowski). Aeroklub AkKademicki (Piotrowski). Podlaska Wytwornia Samolotow—P.W.S.8—85 h.p. Walter Vega—(Dudzinski). Ditto—P.W.S.50—Cirrus ITI— (Babinski). Ditto—P.W.S.51—Armstrong Siddeley Genet—(Lewoniew- ski). Ditto—P.W.S.52—D.H. Gipsy— (Rutkowski). Aeroklub Rzeczypospolitej Polskiej—R.W.D.4—105/115 h.p. Cirrus-Hermes— (Zwirko). Ditto—Ditto—Ditto— (Karpinski). Ditto—Ditto—Ditto— (Bajan). Ditto—R.W.D.2—40 h.pv. Salmson—(Ploneczynski). Ditto—Ditto—Ditto— (Wieckowski). Ditto—Ditto—Ditto— (Muslewski). Lubelski Klub Lotniszy—L.K.L.2—85 h.p. Walter Vega— (Szulczewski). Ditto—Ditto—Ditto— (Zeromski). SwWIss AERO CLUB. Jean Broccard, Martigny-Ville and Jean René Pierroz— Breda 15—110 h.p. Walter Vega—(Pierroz). Charles Kolp (Netherlands)—Klemm 1L.25—80/100 h.p. Argus As.8 (Kolp). Dr. Friedrich Hansen—Miiller G.M.G.—40 h.p. Statax— (Hansen). ; Dipl. Ing. Hugo Schmid—Korsa I-II—50 h.p. Anzani— w Krakowie—S.I—Cirrus II— ‘((Schmid).

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May 7, 1930 The Aeroplane 859 BRITISH SALMSON | AERO ENGINES RELIABILITY AND SMOOTH RUNNING. 40-50H.P. 60-75 H.P. 95-110 120-140 HP. HP. TYPE AD9. 40-50 H.P. THESE ENGINES CAN NOW BE SUPPLIED WITH ALL NECESSARY CERTIFICATES BRITISH SALMSON: AERO ENGINES Ltd. CHURCH WHARF, CHISWICK. rr ah KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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860 The Aeroplane May 7, 1930 WESTLAND WAPITI MARK Ila, WITH JUPITER VIII ENGINE. Westland Aircraft represent | the On March 23rd, a R.A.A.F. Wapiti, starting | : é froin scratch, won the Adelaide Aerial latest developments in design and Derbyduyerine the 40 gille.civenlateonice ° . in 19 minutes, 2 seconds. construction. The Westland Air- craft Works is equipped for the production of commercial and military machines of outstanding efficiency. The latest productions W fe § T L A IN| D include the Westland Wapiti IIA, a general purpose aircraft; the West- land Three-Engined Limousine; A 8 ‘eg Cc we] A [E T the Westland Wizard II High Speed Single Seater Fighter, etc. AS SUPPLIED TO THE R.A.P., RiA.A.F., S.A.A.F. WESTLAND AIRCRAFT WORKS (Erasch’ of | Petters Limited), YEOVIL, ENGLAND. { Pe F< rae te * et ae ‘ . ‘ : ; ’ ‘ ras * ‘oso KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 7, 1930 a COMMERCIAL THE A,I.D.T.S A. DINNER. On May 2 the Aeronautical Inspection Department, Technical Staff Association, held their fifth Annual Dinner. AIR MARSHAL SIR JOHN HicGGINs, K.C.B., K.B.E., D.S.O., A.F.C., . proposed the toast of the A.I.D. He explained the fact that he _ was wearing the lately-designed A.I.D. tie by the fact that as the A.I.D. was part of his department, part of him must belong to the A.I.D. He said that he had a very natural pride in A.I.D. achievements, and, if he appeared to be giving himself a pat on the back, it was merely in an honest effort to do justice to the work of the A.I.D., and not because of lack of modesty. He said that the variety of the Department’s work was increasing and so was the volume, but the quality of the work was no less good, and they had reason to be proud of the standard which they set. Among their new work was the job of looking after the airships. The designers of the. ships’: had been publicly praised, and so had the builders, but nothing had been said about the A.I.D., superintended the job. Therefore they would be glad to hear that R.100, in her projected trip to Canada, would take a representative of the A.I.D. with her. This, he thought, was wise, for otherwise the R.100 would not sleep quietly at her mast, and would cry for her nurse. As an example of the A.LD.’s versatility he mentioned the fact that three years ago aircraft were nearly all made of wood; now they were nearly all made of metal, but the A.I.D. had changed their system so easily and quickly that the change was not noticed, and the A.I.D. itself had stood the change with marked ability. Sir John referred to the happy relations of the A.I.D. with the various firms in which they worked. He remarked that the extension of our air routes to the Middle East and India had brought new responsibilities to the Department. Other countries, such as Japan; realising the high standard of British inspection, had demanded to be taught our methods, and he said. that he would like to know whether Portugal, about which country he had read-so much in THE AEROPLANE, had inspection methods like those of the A.I.D. LizuT.-COLONEL H. W. S. Ovurram, C.B.E., A.R.S.M., Director of Aeronautical Inspection, said that each year the A.I.D. grew a little bigger, but it did not grow as rapidly as did the output of aircraft. He said that all this new activity in Civil Aviation meant making new friends in new firms, all of whom the A.I.D: were glad to meet. In this connection he was glad to note the first appearance at the AI.D. Dinner of Air Vice-Marshal Sir Sefton Brancker. AS ‘an example of the all-round ability of the A.I.D., he men- tioned that when two new assistant inspectors were wanted for the airships they found already in the A.I.D. two men, one of whom had started on airship work in 1913 and the other in 1915. He also mentioned how when some time ago he was visiting the Stores Depot at Kidbrooke, where the furniture of the official buildings had to be passed by the A.I.D., one of the officers asked him how he proposed to judge the airworthiness of an American organ in one of the Public rooms. He turned to one of the several members of his staff who were with him, and asked him whether he would mind . playing a few chords, whereupon the official sat down and played quite expertly—he happened by chance to be an expert organist. In conclusion, Colonel Outram said, ‘‘No one else in the world but ourselves knows how far from perfection we are ’’—which is quite a handsome admission, seeing that there is nobody who is entitled to pass judgment on the A.LD. Mr. J. J. A. Gitmore, Chairman of the A.I.D., T.S.A., proposing "The Guests,’’ said that he was proud to have the privilege of asking the Under-Secretary of State for Air and Sir Sefton Brancker to this gathering. Their presence showed how the importance of the A.LD. had grown. He pointed out that Mr. Montague now frequently indulged in this new rash form of transport, but, know- ing of the existence of the A.I.D.. Mr. Montague knew that he was taking no risks. The Aeroplane who, 861 AERONAUTICS. Mr. Gilmore gave full credit to Sir ‘Sefton Brancker for pushing airmindedness in the British Empire. Sir Sefton was often referred to in the newspapers as ‘The Air Chief, ” and he thoroughly deserved the title. But the papers were apt to call the A. I.D. bureaucrats. He recalled the fact that Sir John Higgins and Mr. McAnally had been _present at all five A.I:D. Dinners. He mentioned the fact that all the big aircraft firms which composed _ the Society. of British Aircraft Constructors were represented at that “Dinner, and he remarked that though some people were in favour of Air Ministry control, they would certainly not be in favour of the removal of the Air Ministry. Incidentally, he told a pleasing story of. a friend of hig who referfed in the course of. conversation to pro-War whiskey. When the suggestion was made to him that he meant pre-War whiskey he, said that he did not; -what he meant was pro-War whiskey, the fighting spirit. THE RIGHT HONOURABLE. Haxibenici MontaGuE, ‘Under-Secretary of State for Air, said that since he. had come-.to the Air Ministry he had discovered a -new angle of mental interest. He remarked that some time ago a friend of his had wanted to know why our air- ships bore numbers instead of. names. He suggested that in view of Sir John Higgins’ fear that R.100 would not. sleep at its moor- ings, it might be named after Sir Sefton Brancker. Referring to a suggestion that the pay of the A.I.D. might be raised, he said that he was not hopeful about ‘persuading any more money out of the Treasury for the present. Sm SEFTON BRANCKER, also replying for the guests, recalled the fact that some time ago, when he was President of the Royal Aeronautical Society, somebody had referred to him as being ignorant but useful, and-he was content if he was regarded as useful. Apropos of speech-making as a whole, he recalled the statement of & youthful American who said, ‘“Elocution is what we do to our criminal murderers.”’ a -Sir Sefton recalled the genesis of the A.LD., and gave credit for its parentage to the late General Sir David Henderson and to Lieut.- Col. Mervyn O’Gorman. He said that the Department was respon- sible for the high reputation of British aircraft all over the world. He remarked that Admiral Lord Beatty’s recent attacks on the Air Ministry seemed to be a bit old-fashioned. The A.I.D. might be regarded as the Silent Service of Aviation. Mr. C. G. Grey, also called upon to reply for the guests, remarking that making speeches after two.such orators as Mr. Montague and Sir Sefton Brancker was no man’s job, said that the A.I.D. stamp was the hall-mark of British aircraft. There were certain Bol- sheviks who were in favour of abolishing all Government control of aviation. If-such control were abolished the Aircraft Industry would still insist on the continued existence of the A.LD. for the sake of that hall-mark. If he had been a speechmaker, which he is not, he might have added that the greatest credit for the formation of the A.I.D. should be given to the late Lieut.-Col. J. D. B. Fulton R.A., the first British officer who ever flew in His Majesty’s Service, and that the gathering that night would have rejoiced Colonel Fulton’s heart. Also he might have stated that though Portuguese methods of inspection have not been learned directly from the A.I.D., they have been based on methods laid down by Vickers, Ltd., for aeroplanes which are being built by the Portuguese Army to Vickers’ designs, and so are indirectly A.I.D. methods. Also he might have remarked that in all Government Departments rises in pay are apparently measured by His MajJesty’s Treasury with a micrometer, in spite of the fact that the Treasury helps itself out of the taxpayer’s pocket with grab-shovels, Mr. H. W. W. McANatty, O.B., proposed the toast of ‘“ The ALD. Technical Staff Association,”’ which is a branch of the Institution of Professional Civil Servants, an institution which covers. the technical sides of all the King’s Services. Mr. R. W. Storey, Secretary of the A.I.D.T.S.A., replied. | THE DEMONSTRATOR.—Mr. Neville Stack (and his Hermes-engined Avian) who has just joined the Smith’s Aircraft Instruments, of Great "ortland Street.—(“ Aeroplane” photograph.) staff of

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862 HONOURS EASY. The first genera: :epurt o1 the Guild of Air Pilots and NavigawuiS, wnich Was pubisned mM THE AEROPLANE tor Apr. 16, stated that the Guild had reSolvea tu altuca UuNnan- cial support to one of 1ts members, wno, v1 venall ul tiuatu- self and many other pilots, was ngnting a test case. According to the report of the case, which appeared in The Times, the respondent, Mr. Leslie Allan Walters, appealed against an assess- ment to income-tax of £918 10s. for the year ended Apr. 5, 1928, under Schedule E.-of the Income Tax Acts. The question for the Court was whether £200 claimed by the respondent in respect of certain ex- penses was an allowable deduction. Certain items forming part of that amount, in respect of special equipment and tees. were conceded by the Crown before the case was heard. Mr. Walters was employed as a pilot of aeroplanes by Imperial Airways Ltd., under an agreement dated Nov. 9, 1925. The respondent contended (a) that the amounts expended* by him over and above the company’s flat rate for subsistence allowance were expenses which he was necessarily obliged to incur and defray out of the emoluments of his olhce in the performance of his duties and, therefore, a proper claim under the first part of Rule 9 of the Schedule E Rules; and (b) that a due proportion of the expenses of the motor- car and telephone were moneys wholly, exclusively, and necessarily expended in the performance of the duties, and, therefore, also a proper claim within the latter part of Rule 9. It was contended by the Crown (a) that the company’s flat rate was Sulficient, and that any excess was not a reasonable and necessary expense; and (vb) that the expenses of the upkeep of a motor-car and telephone were not expenses wholly, exclusively, and necessarily in- curred in the performance of his duties. Mr. Justice Rowlatt. in giving judgment, said that, as a matter of principle, the rule to be applied was clear. What the statute allowed to be deducted were ‘“‘expenses of travelling in the performance of the duties of the office or employment,’’ or money expended ‘* wholly. exclusively, and necessarily in the performance of the said duties.” With regard to the latter part, it seemed clear that what was allowed to be deducted was expenses -‘ wholly, exclusively, and necessarily ”’ incurred in doing the work of the office or employment; in doing those things which it was his duty to do. The holder of the office had equally necessarily to do other things and to expend money incidentally because he held the ollice or em- ployment. He had to get there, but that was not doing the work of the office or employment which began when he got there. In the present case he thought that the respondent could not be allowed the cost of the motor-car. It was true that he could not live at the aerodrome, and that he had to get there often at uncertain times, but while so doing he was not performing the office, but preparing to perform it. The telephone was in the same position. It was a question of maintaining communication with a view to his getting to his employment. The Commissioners were judges of fact, and on the question of necessity the Court could only overrule them if it could be shown that the expenses were not expenses in the perform- ance of the office, and must be disallowed as matter of law. On the other part of the case the respondent's actual duty was to travel, and he was entitled to be allowed the expenses of so travelling. Those expenses included the extra expenses incurred by him in stay- ing at hotels instead of eating and sleeping at home. It really came to be a question of quantum, and as a matter of law he could not say that the Commissioners were wrong or set aside their decision. He would add, however, that it was the duty of the Commissioners to watch claims of this sort very carefully. and in this case he felt a Jittle misgiving about their decision, especially as they had indulged in mere declamation. In the result the Crown succeeded as to the motor-car and telephone and failed as to the travelling expenses. There would, therefore, be no order as to costs. SOLID INJECTION FOR PETROL ENGINES. The use of so-called solid injection— which is not solid at all but is in reality the pumping of a spray of fuel directly into the combustion-space of internal combustion engines,— is no novelty. This system of supplying fuel to the cylinders has been used in experimental laboratories for some time. It has the advantage of exactly measuring the amount of fuel which is Supplied to each cylinder,—a feature of im- portance for some. research work. So far the system has not been used in standard aircraft engines, until the production of the Packard Diesel Engine, which was described in THE AEROPLANE for Avr. 30. A fuel supply of this kind is a necessity in a DieSel or compression- ignition engine, as combustion is not started until the spray of fuel meets the superheated air. This air is raised to the requisite temperature by uSing a high compression ratio,— nearly three times that normally used by standard aero- engines. The use of solid injection has other advantages. A separate pump can supply fuel to each cylinder, which means that a failure in the fuel system is more likely to be localised. Carburettors have a habit of “icing-up” in cold weather and are not at their best when inverted. Less volatile fuels than petrol can be used with a solid-injection system, as complete atomisation is assured by the use of a nozzle and pump, instead of vapourisation from a jet. One of the difficulties that arise from the avpvlication of solid-injection to aero-engines is the very short time available (a1 few thousandaths of a second) for the adequate mixing of the spray of fuel with the comouressed charge of air. But much has been learned about turbulence and the way in which the initial soark or flame is transmitted through the charge as combustion takes vlace. This knowledge has progressed so far that engines can The Aeroplane May 7, 1930 now be designed with enough turbulence to ensure rapid enough mixing of the fuel-spray even in compression-ignl- tson engl..es. ‘ne Pratt and Whitney Aircraft Co., in the United States, have developed a system of solid fuel-injection for the normal aero-engine which does away with the carburettor and in- take manifolds. _ In their place are substituted fuel pumps which inject a spray of fuel into each cylinder. This spray mixes witn the air which has been drawn into the cylinder through the normal inlet valve. This system is intended for the electri- cally ignited engine and therefore the high-cylinder pres- sures which are necessary for the compression-ignition en- gines are not used. No radical modification in design is therefore necessary. The new system was publicly demonstrated in the early part of April by the test-pilot of the Pratt and Whitney Company. He flew a Boeing single-seat fighter with a standard Pratt and Whitney Wasp from which the carburet- tor and induction pipes had been removed and in which the new injection system had been substituted. The new system is the same weight as that of the system it replaces. The horse-power of the ergine is unchanged. During these tests aviation petrol was carried in one tank and furnace oil in another, so that each test could be made on each fuel. The tests were reported to have been satis- factory and to have demonstrated the advantages of the sys- tem, which makes possible the use of heavy oil in the normal type of aero-engine. The engine was cooled by being flown at a high altitude at low r.p.m., the pilot then dived the machine with the engine throttled back. When near the ground the throttle was opened and the machine pulled out of the dive. The engine responded well on hoth fuels and there was a lack of the spluttering which might have been expected. A K.L.M. SERVICE TO AUSTRALIA. A report from Sydney says that a representative of the K.N.I.L.M. states that his company have decided to start in October, when their Holland-Java service will reopen, 2 service between Sourabaya, Darwin, Brisbane and Sydney. Australia will thus be brought within three weeks of Holland and England. Any comment to the effect that an air-line of such im- portance ought to have been inaugurated by the British would be idle. Our one and only subsidised air transport company is already hard at work, no doubt. Probably plans for the operation of this route in 1935 at a cruising speed of 80 m.p.h. are already drawn up. THE LAST LINK. When Monsieur Grimault read his paper before The Royal Aeronautical Society on April 3, as reported in THE AEROPLANE for April 9, he said that this Summer attempts would be made to fly between Dakar on the West African coast and Natal in Brazil with the mails which are at present carried in more-or-less fast packet-boats. On May 1 the first batch of mail destined to be flown across the Atlantic on a regular service left Marseilles. The crossing is to be made in a Latécoére 28 monoplane (600 h.p. Hispano-Suiza engine) with a float undercarriage. The distance between Dakar and Natal is nearly 2,000 miles. Recently the L.A.T.-28 with a float undercarriage covered in a closed circuit 4,308 km. (about 2,670 miles) in 30 hrs. 25 min. As the weather in the South Atlantic is uniformly good, and the “Portuguese Trade,”—a strong wind from the N.E.,—blows constantly in those latitudes, the trip should be a success. The true proof of success will be a succession of successful flights in the opvosite direction. Probably the next move will be the annexation of St. Paul’s Rocks by France, and the building there of a lJand- ing platform for aeroplanes, with the money still owing for war-debts. THE SAFE TRANSPORT OF BULLION. Mr. Campbell Black, the energetic Managing Director of Wilson Airways which is doing the spade-work in pioneer- ing aviation in Kenya, is forming a habit of making flights which show the value of aerial transport. For a long time air transport has heen recognised as the best method of oving bullion. The insurance premiums for this form o: transport are less than those for any other method, partly because of the decreased risk of robbery. The amount of gold carried by Imperial Airways has now reached a surprising total. For some years aircraft have been used in New Guinea to carry gold from the mines at Wau to the coast. As a matter of fact, in New Guinea air- craft are used for. taking up all supplies to the mines. A long time ago Mr. Samuel Evans, Chairman of the Crown Mines, one of the biggest South African producers, drew attention to the value of air transport for gold mines. Mr. Campbell Black recently flew to Kurungu, on Lake Victoria, from Nairobi and collected over £700 worth of gold. The journey, which normally takes two days, was flown in three hours.

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May 7, 1930 ~ : The Aeroplane 863 ; 2 Eo RRO ke PERE 4 an ae i Te RL ee Neg a SE BN TRE tee. Tad Sass eee ee ee eel 28 Jee ete aero fp A hs ke Se Oe cs Hq} LA FE SDE RATION AERONAUTIQUE INTERNATIONALE. Al HAVE GRANTED. THE FOLLOWING | WORLD S RECORDS | GREATEST SPEED: OVER © 100. KILOMETRES. FLYING OFFICER H.R. D-WAGHORN, __ SUPERMARINE ROLLS-ROYCES. 6. ane o T1H SEPT: 1929. . | 330- -1 M. PH. aol: 200K.PH. ~ FLYING OFFICER R. LR. ATCHERLEY, | SUPERMARINE /ROLLS“ROYCE § 5: 6. rang Samed, oes S 7111 SEPT.1929, . = Bi Sh AiRON LDR. A.H.ORLEBAR,AEFC, ON so 4 -SUPERMARINE ~ROLLS-ROYCE 5.6 12@thSEPT. 1929. ‘he 7 M.PH. 575-TOOKPH. A REMARKABLE TRIBUTE TO THE _ JRELIABILITY OF THE DESIGN AND _ CONSTRUCTION OF sige a T : BUILT BY * si RMARINE AVIATIONW WORKS - PROPRIETORS: _ VICKERS [AVIATION] LIMITED | | et eek Slee ee SRN AR ks MG RSs WP + RIL AERA <<. SOUTHAMPTON. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 864 Aeroplane May 7, 1930 THE INSTITUTE OF TRANSPORT. The Institute of Transport announces that its Eleventh Annual Dinner will take place at the Connaught Rooms, ae Queen Street, London, W.C.2, on Thursday, Mar. 5, 1931 DANCING ON AIR (NEW STYLE) On May 2 Herr Alwin Schmid, who is a wealthy Swiss, chartered the Graf Zeppelin to take himself and 36 friends for a trip over Switzerland. This is probably the first event of a season rich in such episodes. One has heard rumours of a hostess who is trying to hold a dance in an airship. One can only hope that for such an occasion guests would abstain from their usual haphazard habits with cigarette- ends, otherwise the party would probably end in a way better suited to November, with fireworks and a bonfire. CROYDON NOTES. A pen, much mightier than the thing resembling a sword with a crossed nib, which Spry habitually affects {not to mention a type-writer which seems to be a cross between a ticket-punch and a pile-driver.—Ep.], has chronicled the arrival of the Duchess of Bedford at Croydon last week, and has recorded all the admiration that everybody feels for that remarkably fine flight. We at Croydon regard the Duchess with amazed reverence, and Capt. Barnard with the utmost respect as a pilot, but since Mr. Bob Little is particularly “one of us” we are more than a little elated with the fine show he put up as a second pilot, and, above all, as engineer to the ight. fone looks towards you, Bob; likewise we bows—here’s uck.” While the Duchess, Capt. Barnard and Mr. Little were struggling with the throng on the tarmac, the situation was suddenly dominated by the skipper of the Pathé Sound Unit, who, from his bridge far above the crowd, manceuvred his craft about with consummate skill. He used a tele- phone between bridge and engine-room for the transmission of such nautical orders as “helm a lee” (never mind the crowd), “hard a starboard” (was that a bloke or a dog?), and so forth. Having got his ship to the required position, incidentally winding his cable round the ankles of sundry bystanders, he went through the whole of the flight in dumb show, in order to get the now thoroughly fascinated crowd to cheer heartily while he took their picture. Eventually he ended up a perfect display by peremptorily calling for silence, and gravely remarking in a sonorous voice, “ Thank you very much, Lady Bailey.” After this he went ashore, leaving a junior officer, a sort of second mate, in charge of heaving the anchor, or stowing the cable. It was a perfect display of nautical efficiency, and we imagine he has already received offers from the Cunard Line, requesting him to come and take over their largest liner by the first train. Wednesday was a great day for the K.L.M. First came the Duchess of Bedford in an ex-member of the K.L.M. commercial fleet, then arrived the Burgomaster of Amster- dam by the K.L.M. morning machine, on a visit to the Lord Mayor of London. The Burgomaster wears a white mous- tache and imperial, and, despite his bowier hat, reminds one at once of a Franz Hals portrait. By the evening K.L.M. machine came the Postmaster- General of Holland, and Mr. and Mrs. Jack Hylton. Old hands at the Aerodrome, we may even say very old hands, will remember Daddy Game of Airco days. He and Mrs. Game, both looking several years younger, turned up just as we were sort of going to press. Daddy Game has been doing intensive duck-farming since he gave up flying, and is understood to have bred a phenomenal duck answer- ing to the name of D.H.16, and living largely on ale, accord- ing to the Airco tradition. An Egyptian King’s Messenger, armed cap-d-pied in -tar- boosh and patent leather shoes, no doubt, according to immemorial custom (See wall paintings, tomb of TUT-ING- BEC dated B.C.3), got lost recently in the changeless East somewhere and had to be retrieved (after he had missed the Indian Air Mail) by Capt. Wilcockson, of Imperial Air- ways, in a D.H.50. Descending at Catania last Friday even- ing like a quail with a ration of manna Capt. Wilcockson met the courier who had come from Syracuse by road. On Saturday morning he left for London with his passenger and reached Pisa in due course. Like the dove from the Ark, he could find no place for the sole of his foot (or the wheels of his undercarriage) and had to land splash on the face of the waters there. When he arrived at Croydon he found a cable which had been following him about, which read “Pisa flooded, land Sar. zana, near Spezia.” After due consideration, he decided not to obey these instructions, and went and had a cup of tea in the Buffet instead. The A.I.D. Dinner on Friday night last was a huge success, according to the evidence afforded by those who cooled their brows in the breeze from airscrews on Saturday morning. We wonder whether Sir Vice-Marshal Brancker’s scientific theory about the Severn tunnel will hold good for the Channel tunnel, more so, we should imagine. You cannot go about saying POP! to harassed people whose starting apparatus has just exploded on the Tarmac, nor can you exclaim Tinkle! Tinkle! as the pieces fiy all over the Customs Area. At least—not if you are nice to know.—SPRY. THE DESOUTTER SPORTS COUPE. The Desoutter Aircraft Co. Ltd. have recently issued a most attractive booklet which describes the merits of the Desoutter Sports Coupé with the Cirrus—Hermes engine. The booklet starts, as all good histories should, with: the pre-historic and reminds people that in pre-war days Mr. Marcel Desoutter was well-known as a pilot of Blériot mono- planes at Hendon and that Mr. G. H. Handasyde, who is now General Manager of the firm, built the famous Martin- syde monoplane at Brooklands. The Sports Coupé is produced in quantities, and spares are readily available. Any parts from a complete wing to a shoe for the tail-skid. can be supplied to fit any Desoutter Sports Coupé built. Because National Flying Services Ltd. are the sole distributing agents in the British Isles for this machine, at every N.F.S. aerodrome one can obtain Desoutter Service and Spares. The booklet goes on to tell of the speed-range of the Desoutter from 50 to 114 m.p.h.; it tells of its big disposable load of 700 lbs., of which only 170 lbs. are absorbed by 20 gallons of fuel and the necessary oil; and it tells how easy the machine is to fly. The booklet lays emphasis on the comfort of the machine, on the design of the undercarriage whose wide track assures a steady landing, and on the machine’s reliability and low cost of maintenance. For £875 one can buy coniplete this three-seat high-wing cabin monoplane with a speed-range of 50 to 114 m.p.h., a ceiling between 16,000 and 18,000 ft. and a climb of nearly 1,000 feet in the first minute. There are three standard colour-schemes: Red and Silver, Green and Ivory, or Blue and Silver, but others can be had for the asking. Mr. W. E. John’s Aircraft and Fine Art Company, who have produced this booklet, are to be congratulated. The cover is a really striking design. Copies of this excellent booklet can be obtained by. writing for them from the Desoutter Aircraft Co. Ltd., Croydon Aerodrome, Surrey. SCINTILLA SERVICE FOR THE MIDLANDS. Scintilla Ltd., the famous firm of} magneto manufacturers, have opened a branch office at 19-21, Somers Street, Leeds. This has been established for the convenience of customers of the firm in the North of England and is complete with a fully equipped service depot and trained technical staff, A FLIGHT TO THE CAPE ON SPEEDOLENE. On Feb. 20 Silvertown Lubricants Ltd. were informed that Mr. Alan Butler, Chairman of the Aircraft Operating Co. Ltd. was going to fly to Cave Town-on the Gloster Survey machine (two Bristol Jupiter engines) and that he must have Silvertown's Sveedolene P.4 lubricating oil. With- in four weeks Silvertown Lubricants Ltd. had made the necessary arrangements and from the start of his flight at Heston, to the finish at Cave Town, Mr. Butler found supplies of Speedolene P.4 all along his route. On Apr. 15 Silvertown Lubricants Ltd. received a tele- gzam from Mr. Butler as follows :— -MALLITE PLYWOOD — USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUGHOUT THE WORLD. Sn SN TELEPHONE. iE &: BIS eNesy ee MAN UPALTURED TO $SP&LCIFICATIONM S.V.3.8Y.- THE AERONAUTICAL & PANEL PLYWOOD C®° L™ 218/226, KINGSLAND R®, LONDON.E.2.

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865 The Aeroplane May 7, 1930 See See eck ie SORE BS RS. : ES ©) : * ; ~ E * a SSS AH RP WOS We Wee UUM RY YEE A y = iG ie (ze z : = ‘ cs : e é % Pee * 4 . Bet CP aes ‘ . * : ; as “ a 7 ¢ ’ ae 1 5 * ¢ é + ‘ ~~ ee +. : % a pet aS ; 4 7 i ‘ . , * vee = S& bs a y' eyes ‘ ars ’ Fak: 4 * 3 : 3 Ra itN * - J 5 ‘ . “ * M Pp % is) - ave aie ~ “ ' - oe _ 6 wae BM EE ISA ay wet he Mins bd KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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866 | The. Aeroplane . May 7, 1936 Arrived Cape Town. Stop. Your oil giving complete Satisfaction, Your representatives and organisation both hospitable and efficient. Speedolene P.4 satisfies the requirements of the Air Ministry Specification D.T.D.109 and is used by the R.AF. The oil is also used, approved and recommended by Arm- Strong Siddeley Motors Ltd. for their Leopard, Jaguar, Lynx and Genet engines; by the De Havilland Company Ltd. for their Gipsy engines; by the Cirrus Aero-Engines Ltd. for their Cirrus and Cirrus-Hermes engines; and the Bristol Aeroplane Company Ltd. for their Jupiter and Lucifer en- gines. Speedolene P.4 is an oil with a mineral base, as Opposed to the lubricating oils with a vegetable base which have for so long been used for aero-engines. As foreshadowed in Mr. F. A. Foord’s paver on Lubrication, which was reported in THE AEROPLANE for May 29, 1929, oils with a mineral base are becoming more and more widely used. A SIGN OF THE TIMES. James Hunter Ltd., the world-famous turf-seed specialists of Chester, have produced an attractive booklet under the title “The World Made Greener.” The object of this is to help people to understand the work of those who con- Struct aerodromes and air-parks, racecourses, golf-courses and cricket, football and tennis grounds. The point of particular interest is the fact that a firm of this magnitude should realise the need for Air-Parks. The foreword of this booklet says :— The pressing urge of the moment, and of the immediate future, however, for a great increase in the facilities for civil fiying, seems to place the provision of air-parks in the forefront of modern con- Struction from the standpoints of both Sport and Business or a combination of the two. The writer goes on to say that the firm think the day is not far distant when every racecourse and golf-course will provide accommodation for air-minded sportsmen. The firm have a special department, under the personal supervision of their Governing Director, Mr. C. P. Hunter, for the construction of aerodromes. During the War 1914-18 the firm constructed and/or GOOD. LUBRICATION.—The Gloster Survey Seeded down more than 35 aerodromes and landing grounds. aa As a result they gained from this an enormous store of ex- volta ile ee eeedncne ger gre et perience on which they draw in this booklet to give some starting on its African flight. hints on Aerodrome Construction. In it they deal with the selection of a site, with the best method of ‘arainage for a particular soil and the way “the Croydon to see a demonstration of agricultural machinery. rough places may be made smooth.” Mr. Hunter loves flying for its own sake and owns a Klemm Mr. C. P. Hunter is a business man who believes in the (40 h.p. Salmson engine) which he flies sree ‘ae value of flying as-a means to save time. In fact the first machine is often to be seen at Heston Air-Park, the anding time the writer met him Mr. Hunter had flown over to _ field of which was constructed by Mr. Hunter’s firm. _ British Celanese — | Cellulose Acetate Dopes Outstanding im quality ... . = Competitive im price .... . 5) Dopes for all elimatic conditions fe, Frames and quotations % furnished om request .. . TRADE MARK Sas : UR: “Celastoid’ fancy Articles. Strong. Safe. Windows, Rain-spot and Waterproof, do not turn yellow. ' Supplied in all colours—Opaque or Transparent. BRITISH CELANESE LTD. Sales Dept Head Office: Celanese House, Hanover Square, London, W.1 Telephone: Mayfair 8000 Dope and Solution, and Stores: f Werks: SPONDON, DERBY. SDEN, N.W. Telephone: Willeedem 2880 C.D.5a. f i ‘ st DM SE LOT i pera ae fn ee Sone scape oe ALTRI OSE : — *

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— Spee oe ee = EEL = BE a

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868 The Aeroplane May 7, 1930 _Stanford’s Maps © : in the “Spider” Barnard’s Tribute “Tell Stanford’s their so neatly made helped con- siderably towards success fligh+.’’ Captain maps Barnard. Anoth-r distinguished name added to the long list of record-breakers who have carried Stanford’s maps. Like Sir Alan Cobham, Lady Heath, Mr. Van Lear Black and oth:rs, Captain Barnard appreciates the clearness and accuracy, the patent weather-proofing and handy mounting that have made Stanford’s the standard maps for exacting flights. Light plane owners are invited to call at the British H.Q. for Air Route maps (addr ss below) and see the kind of map that has guided these famous pilots. They will find the unique mounting solves one o their long standing problems. EDWARD STANFORD LTD. Whitehall House, 29-30, Charing Cross, S.W.1 and 12, 13 and 14, Long Acre, W.C.2. After the article on the construction of aerodromes, the booklet contains some extracts from Mr. Norman Mac- millan’s book, “Into the Blue,” which are calculated to in- duce the first degree of air-mindedness, that of interest, in the minds of the most conservative. Besides. giving a JIot of useful information about golf- courses, lawns, racecourses and other. grounds pour le sport, the booklet closes with an illustrated catalogue of grass- seeds. This catalogue first effectively dispels the idea that grass-seeds are much of a muchness and next tells one which grass to use for any specific purpose. Everybody who is interested in the construction of aero- dromes and landing grounds, especially municipal engineers, should get a copy of this booklet. They will find it worth while, and an aid towards overcoming the problems they will have to face. The address of the firm is James Hunter Ltd., Turf Specialists, Chester, or at Heston Air-Park,- Heston, Middlesex. THE BOMBAY—KARACHI AIR MAIL. In the House of Commons on Apr. 29, in reply to a ques- tion by Major Graham Pole, the Secretary of State for India said that proposals for the establishment of a regular service of mail-carrying aeroplanes connecting Bombay with Karachi had been received by the Government of India but a difficulty in the way of an early decision was that no aerodrome near Bombay fit for regular use throughout the year was at present available. | Lieut. Cmdr. Kenworthy suggested using seaplanes which could ‘alight on the backwaters of the harbour at Bombay. THE SURVEYORS REACH RIO Mr. and Mrs. Alan Butler, who recently flew to Cape Town in the Gloster Survey binvlane (two Jupiters) arrived at Rio de Janeiro, by boat, on Avril 29. BY ERROR. By an extraordinary mistake on the vart of a printer’s. reader the descriptions underneath two of the illustrations in the article on the Rolls-Royce Condor III.B engine last week were transposed. The crank-case of the Condor III was described as the Condor III.B, and vice versa. — Condor III, with the crank-shaft bearings held uv by an arrangement of long bolts, is on the left. The Condor ITI.B, which has been simplified by building the bearings into the upper section of the crank-case and turning the lower sec- tion into a receptacle for oil, is on the right. This simplification is one of the chief alterations made in the Condor III.B by way of imvroving on the Condor IW, so the mistake is the more regrettable. The only consola- tion is that the mistake was made after the page had been passed in its correct form ky the editorial staff of this paper.—c. G. G. | A FRONTIER INCIDENT. The Berlin correspondent of The Times states that the Polish Foreign Minister, M. Zaleski, has expressed to the German Minister in Warsaw his Governnient’s regret at the crossing of the frontier by Polish aircraft, which was the subject of an energetic German protest recently. M. Zaleski informed the Minister that the authorities responsible had been called to account and an inquiry begun. He further assured Herr Rauscher that a Polish Note of October last, which undertook, in response to a similar protest, to punish the persons responsible and to take preventive measures, retained full force. PEACEFUL PENETRATION. According to Le Journal de l’Aviation Frangaise three American military aviators have sailed for Greece. They will, over a period of four months, demonstrate certain American military and civil aircraft in Greece, Turkey, Poland, Norway, Sweden, Switzerland, Germany, and the ' Balkan States.

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| The. Aero plane 869 | GAMAGES Featurethe Perfect FLYING. SUIT for Spring and Summer Wear This suit is a splendid ee of how Gamages Aviation De- partment understands the needs of the Civilian Aviator. It is a one-piece suit designed under the supervision of Flying Experts. The material is Flameproofed by a special process, and zip fasteners are fitted to the front and sleeves Colours: Fawn and Slate. Available ready for service in graded sizes. They can be made in any colour to suit customers’ re- 5 | Gus. quirements. -PRICE - May 7, 1930 THE AIREY LONG-RANGE MONOPLANE (Napier engise) _ FIRST NON-STOP FLIGHT TO INDIA. RUBERY, OWEN BOLTS AND NUTS WERE USED ON THIS MONOPLANE. OTHER TRIUMPHS PROVING THE QUALITY OF R.O. ACCESSORIES: Sir Alan Cobham’s Australian Flight. Lieut. Webster’s Schneider Cup Victory. Capt. Hinkler’s Australian Flight. We have a comprehensive selection of Flying Kit assembled for conu-nient buying in our Aviation Department on the first floor, GAMAGES HOLBORN, LONDON, E.C.1. Telephone; Holborn 8484, R DARLASTON,- SOUTH STAFFS, PHONE: DARLASTON 130. NATIONAL FLYING SERVICES OWEN &CG. 2 a. THOROUGH AND ADVISORY SERVICE ON INEXPENSIVE 7 ALL AIR MATTERS. FLYING INSTRUCTION. MAINTENANCE. AIRCRAFT SALE OR HIRE. INSURANCE. AIR TAXI SERVICE. VE: TOURS. COUNTRY CLUBS. NATIONAL FLYING SERVICES LID.., GRAND BUILDINGS, TRAFALGAR SQUARE, LONDON, W.C.2. Telephone :—Gerrard 9316 (4 lines). Telegrams :—” Natflying Westrand, London.” AIR PARKS :—LONDON (Hanworth); HULL; READING; LEEDS; NOTTINGHAM. a -3 2 ee +h ‘ah a E : ane Factories :- Hendon (London, WS) Gerrard 2312. New York(U.SA Milan (Italy TITANINE- pag WI KINDLY MENTION “THE AEROPLANE” WHEN CUNnKLSPONDING WITH ADVERTISERS. ats bt a

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870 The Aeroplane May 7, 1930 A TIME SAVER. An instance of economy on a short haul was given by The Manchester Guardian of Apr. 15. Mr. J. Utley is an en- gineer engaged simultaneously on the construction of a bridge at Northenden, Chesire, and on improvements to the Municipal Aerodrome at Barton,—which seems to be a euphemism for Chat Moss. He finds that he has to visit both places at short intervals, and although the distance is only a few miles, he takes forty minutes by road against five by air. He has arranged with Northern Air Lines Ltd. to take regular trios for the next few weeks at 9d. per mile. The advantage appears to be possible because one job is on an aerodrome and the other apparently has landing facilities close by. Northern Air Lines use Avros, Moths and Avians. A FORD INNOVATION. The Ford Motor Co., of Detroit, Mich., has reduced the prices of the 4-AT and 5-AT Tri-motor aircraft, the former from £10,082 to £8,230, and the latter from £11,316 to £10,288. The 4-AT may also be equipped with three 225 h.p. Packard-Diesel or three 300 h.p. Pratt and Whitney Wasp- Junior engines in place of the three Wright Whirlwind en- gines which are fitted as standard. The 5-AT, which type was exhibited at the Aero Show at C. Clifford & Son GAP LTD = BIRMINGHAM. “SEA CLIFF” Trade Mark. Phosphor Bronze ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold. Olympia last year, has three 425 h.p. Pratt and Whitney Wasp engines as standard. Tne Ford Company is the first to make the new Packard- Diesel radial air-cooled engine an optional power ‘unit for its aircraft. NEW COMPANIES. AERO SYNDICATE Ltp.—Private company. Registered May 3. Capital, £100 in £1 shares (85 ordinary and 15 deferred). Objects: To ex- periment with, exploit, turn to account, sell, grant licences under or otherwise deal with any inventions or rights relating to aircraft: to manufacture aircraft of all kinds; to establish, maintain and work aerial transport, etc. ‘The subscribers (each with ome share) are: H. C. Chambers, Kerri, Blakesley Road, Yardley, Birmingham, solicitor’s managing clerk. G. J. Withington, The Gables, Francis Road, Stechford, Birmingham, accountant. « , The first directors are: C. W. Hayward, W. S. Stephenson and A. J. T. Taylor (deemed to have been appointed by the ordinary shareholders) and M. L. Bramson (deemed to have been appointed by the deferred shareholders). No share qualification required. Solicitors: ‘Pinsent and Co., 6, Bennetts Hill, Birmingham. PERSONAL. DEATH. STRATTON.—On Apr. 30, at the R.A.F. Camp, Halton, Lieut.-CoL H. W. Stratton. FORTHCOMING MARRIAGE. IVELAW-CHAPMAN—SHORTT.—The engagement is announced be- tween Fit. Lt. R. Ivelaw-Chapman, D.F.C., A.F.C., R.A.F., only son of Mr. and Mrs. J. Ivelaw-Chapman, Charlton Kings, Cheltenham, and Betty, only daughter of Mr. and Mrs. C. W. Shortt, Borough Green, Kent. ROWE—PATTULLO.—The engagement is announced, and the mar- riage will take place in June, between Fit. Lt. Francis Charles Thorn Rowe. R.A.F., only son of Mr. and Mrs. C. FPF, Rowe, Mill End, Chagford. Devon, and Constance Isobel Pattullo. B.M., B.Ch.Oxf., 144 Harley Street, W.. elder daughter of Mr. and Mrs. J. D. Pattullo, Hurst Lea, Albury Heath, Surrey. ; MARRIAGE. MUNDAY—DE RBUL.—On Apr. 26, in Brussels, Sq. Ldr. Richard Burnard Munday, D.S.C., A.F.C., R.A.F., elder son of Maj.-Gen. and Mrs. R. C. Munday, of Port Royal, Plymouth, to Marie Jose, eldest daughter of M. and Mme. de Reul, of 49, Boulevarde Brand-Whitloche, Bruxelles. NORTON—MURRAY.—On Apr. 10. at the office of the Registrar, Frederick A. Norton, Fit. Lt., R.A.F., to Joan Murray. BIRTHS. JOHNSEN.—On Apr. 29, at Balcombe House, Balcombe, Sussex, to May inée Bowater), wife of Capt. O. C. W. Johnsen, D.F.C.,—a son. MALET.—On Apr. 26, at a Nursing Home, Southampton, to Olga, wife of Sq. Ldr. H. G. R. Malet, R.A.F.—a daughter. O'NEILL.—On Apr. 17, at the British Families’ Hospital, Karachi, to Dorothy, wife of Sq. Ldr. C. T. O'Neill, R.A.F. Medical Service— a son. STRUGNELL.—On Apr. 28. at Manston, Kent, to Cha, the wife of Wing Cdr. W. V. Strugnell, M.C., R.A.F.—a son. = - eek +t he - \\ RECORD FLIGHT —— ENGLAND to CAPETOWN DUNLOP RUBBER COMPANY LIMITED, FORT DUNLOP, BIRMINGHAM. Branches throughout the World. C.F.H. 219

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May 7, 1930 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after: 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6: 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. AERODROME CONSTRUCTIONS LTD., 39, Victoria Street, S.W.1. AERODROME CONSULTANTS (officially approved ' by Air Ministry ). Consultants and Contractors for layout and erection of com- plete Aerodromes, Asphalt, Tarmac, Phone and Tele.rams: VICTORIA 1707. Alan Cobham Aviation Ltd., GRAN ) BUILDINGS, TRAFALGAR SQUARE, W.C.2, ’Phone: Regent 5316. ’Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS BEF COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety hazor Elades | Post Free 3o/- Per 100 Very keen edge: suitable alike for th: strongest beard and the most tender skin. Every blade guarantced; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold .Jones, 58, Warren Street, W.1. Museum 7915. Wanted, Second-hand Glider. Apply White, 1, Whitehall Lane, Grays, Essex. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad oe Contractors to the Admiralty, Air Ministry, War ce. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 23 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, § in., 6d. yd.; Pressure Gauges, 25 to 100 lbs., 6s. 6d.; Coley Thermometers, 25s.; K.L.G. Plugs, F.7, 1s. 9d.; F.9, 11d. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautica! Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2542. STANLEY, POPPLEWELL AND FRANCIS Chartered Patent Agents, Jessel Chambers, 88, Chancery Lane, W.C.2. Telephone, Holborn 6393; Telegrams, “ Notions, London.” The Aeroplane Flooring, Roads, etc. | 871 U wbentey Value Brilliant Performance and Absolute Dependability ..semake WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial .Photo- ’Phone: Air Survey. Colindale Avenue, Hendon, N.W.9. ‘Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 869.) Go by N. FS. ls. a mile; ls. 6d. two passengers. graphy. AIRCRAFT FOR SALE.. BROOKLANDS SCHOOL OF FLYING LTD. New Spartan, Cirrus III, latest type wing section. Just arrived from the factory. An exceptional offer which can- not be repeated. £425. Metal Gipsy-Moth.—Slots, slot-locks and extra 15 gallon tank, new C. of A. £525. X Moth.—New C. of A. Engine completely overhauled, £410. Part exchanges or. hire-purchase.. Telephone, Byfleet 437. Station, West Weybridge, S.R. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. . Authorised Moth Agents. Your car ‘taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. Hermes-Avian, used for demonstration only, finished black with silver wings. List price £895. Special price for this machine £795. Available for immediate ielivery. Henlys, Heston Air-Park. ’Phone Hayes 410. National Flying Services Ltd. (See page 869.) Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd Authorised Moth Agents. : Immediate delivery. Unique hire-purchase terms offered. Exchange specialists. Several Mark II Cirrus-Moths for sale, prices from £360. —reading Aero- drome. Sonning 114. AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vice- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln's Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Company for aerial photography in the British Isles. Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome’ Byfleet 3$1. Storage, overhauls, reconditioning. Lowest terms. ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, nave for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. .. . REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrating om Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: “ Aviation” Byfleet. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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872 The Aeroplane May 7, 1930 FLYING CLOTHING. Flying Clothing and equipment of every description. from the firm who have been specialists in this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ‘Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street. London. W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.;: Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 19s. 6d.. with adjustable bridge; fine quality white drill Suits, 23s. 6d. and 20s.:; also fitted Zip fastener, super quality, 27s. 6d. and 39s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern. fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.: without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.: ‘Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.: Super quality Silk Undergloves, 4s. 9d. pr.: Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s.: Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS. 19 and 27. Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 6280 WAINWRIGHT’S The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earohones assembly 12/6. All-metal tyne 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.). fitted “‘Zip’’ fastener front, 25/-, in Tan. Grey or Blue. Mask goggles. clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road, London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. “Phone, Museum 6280 Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6. double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money refunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, up. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sheffield. Buy PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whoce teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. — A FLYING HOLIDAY! Why not learn to fiy during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—2ls. for 28 days’ membership—low rates for instruction—per*ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only 13 hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. ‘ LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 Is. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn te Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 369.) Learn to fly. Fly when you wish. PHILLIPS AND POWIS SCHOOL OF FLYING.—<£2 an hour. Trial lesson lls. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School—Reading Aerodrome, Sonning 114. Southern Aero Club.—Thorough Avro Tuition. no waiting list. “B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. The De Havilland School of Flying, Stag Lane Aerodrome, Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. | The Henderson Aviation Bureau, Central dall, Croydon Aerodrome, is now open. Air Taxis: Any type of machine supplied. Part exchanges; best values given. Flights arranged to anywhere. Tuition to purchasers of new machines Free. Beginners should note that practically all unsubsidised tuition in England is due to Lt.-Col. Henderson’s initiative: and that many distinguished amateur pilots are his personal pupils. SITUATIONS VACANT. Spartan Aircraft Ltd,. Southampton, requires junior technical assistant. Applicants must have sound technical education, but previous aircraft experience not essential. State salary required and when free. The Worshipful Company of Armourers and Brasiers in the City of London.—Research Fellowship in Aeronautics. The Armourers’ and Brasiers’ Company are offering a Fellowship of £300 per annum, for two years, for Research in Aero- nautics. Applications must be sent before May 31, 1930, to The Clerk. Armourers’ Hall, 81, Coleman Street, London. E.C.2, from whom forms of application and particulars of the Fellowship can be obtained. SITUATION WANTED. “B” Licence Pilot free week-ends, willing to do any job with commercial concern or private owner. Box No. 5815, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging: also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “Aeronautical Engineering” Booklet. International Correspondence Schools. Ltd.. 179. International Buildings. Kingsway, W.C.2. Join N.F‘S. MISCELLANEOUS. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. 'Phone 0365. Petrolmotor Castings, partly machined, § horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. Wanted, one “two needle” Singer Sewing Machine, Class 24W, 3 in. gauge, with lap seam feller, complete with Uni- versal motor. State fullest particulars. price and where seen. Box No. 5818. THE AEROPLANE, Cannon House. Pilgrim Street. E.C.4. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 7, 1930 | The Aeroplane THE HAWKER HORNET. (Rolls-Royce F Engine.) ‘(Tur FIGHTER WHICH HAS SET A NEw STANDARD.”’ THE H. G. HAWKER ENGINEERING COMPANY LTD., Specialists in Military Aircraft. Contractors to HM. Air Ministry and Foreign Governments. KINGSTON, SURREY, 'Phone:~ KINGSTON 6272 (4 lines). Cables :—HAWKER, KINGSTON, ta | LMM a Dey, 2 pS SIGS = NY & lO a Bs / a "AIRCRAFT &cGEneRAL: KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 7, 1930 T he BULLDOG SINGLE SEATER FIGHTER constructed throughout of high tensile steel and incorporating the “Bristol’’ method of steel- strip structure, is the most formidable military single seater fighter in the world at altitudes above 10,000 ft. It is designed and constructed by THE BRISTOL AEROPLANE CO. LTD., FILTON — BRISTOL. Telephone: Bristol 3906. Telegrams: Aviation, Bristol. Printed for AERONAUTICS LTD., by BONNER & Co. Lrp., The Chancery Lane. Press, Rolis Passage, London, E.C.4; and Puhlished by AERONAUTICS LtD., at Cannon House, Pilgrim Street, Ludgate’ Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 4175. PICCADILLY, LONDON, W.1. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM >STREET, LUDGATE CIRCUS, E.C.4. Telephones: Editorial, Gerrard 5407; Advertising, Gerrard 6023: Publishing, Central 5822. CC —_—_ _ ee

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— | hd THE PAI.RE Y¥ AVIATION The Aeroplane May 14, 1930 | irey AIRCRAFT COMPANY CEM Teo HAYES « M1I0.D UBSIES

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MAIN LIBRARY MAY 14, THE 1930. ROPLANE VOL. AXXVIIS No. 20. Incorporating Aeronautical Engineering Telegraphic Address: Advertisement Offices: / 1 wm be rT Subscription Rates, post free: Abroad, 3 months. 8s. 9d.: 6 U.S.A., 1 Year, $8.50. eaeeee eae? se cca months. ON One of the most encouraging signs for those who are concerned in, with, or for Aviation in general and British Aviation in particular is the fact that whatever paper one opens of a morning in these days, one is bound to find quite a number of paragraphs relating to one phase or another of flying. There was a time not so many years ago when the only aviation news which found a place in the ordinary news- paper was an aeroplane accident of some kind, fatal if possible. In these days, the tendency of the cheaper news- papers is rather towards what has come to be called heart- interest rather than fatal interest. No popular actress of to-day can consider her life to be really full unless she has appeared in several paragraphs relating to aeroplanes and has, at any rate, posed in front of an aeroplane, if not actually in one. And a tiny tot who has flown from somewhere to somewhere else and is not frightened because she was holding her daddy’s hand may be assured of a longer paragraph in most of the papers than is given to a fatal accident in the R.A.F. Of course a fatal accident on an adequate scale in any line of business must always have a fascination for Fleet Street. When, in the course of a recent big race at Brooklands, two cars unfortunately collided and two people were killed and several others were more or less seriously injured, the event was given an enormous amount of pub- The Editorial Offices of ‘‘The Aeroplane” are at 175. Piccadilly, London, W.1. ‘‘ Aileron, London.”’ 175, Piccadilly. London, W.1. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. Home 3 months, ‘7s. 6d.; 17s. 6d.; Entered as second class matter at the New York (N.Y.) Post Office. Telephone: Gerrard 5407. Telephone: Gerrard 6023. 6 months, 15s.; 12 months, 30s. 12 months, 35s. Canada, 1 Year, $8. THE GROWTH OF AIRMINDEDNESS. licity on that account. One paper even went so far as to announce in large type that the race ought to have been abandoned. This suggestion was obviously foolish because if such accidents did not occur once in a while most forms of sport would fail to attract. The old argument of the somewhat cynically-minded pioneers of aviation that people only came to see flying in the hope that somebody would be killed was not wholly justified. But the fact is that people do go to see flying and to see motor-racing because they think they are watch- ing men and women go as nearly as possible to killing themselves without actually being killed. THE ESSENCE OF THE NEWS. Leaving out of the question all the pure bunk, as our American cousins would call it, of heart-interest and per- sonal publicity and so forth, the fact remains that flying is now so much an ordinary means of conveyance, or is so much part and parcel of any respectable war-like opera- tion, that the most interesting and enlightening informa- tion about flying is very often stowed away in articles or paragraphs which in themselves have nothing to indicate that they have to do with flying at all. , For example, take one issue of the World’s greatest news- paper, The Times, of a week ago, dated Wednesday, May 7. The most important article therein apart from the editorial leading article, concerned the recent visit paid by Lord “EARNEST FOR LEAVE TO LIVE AND LABOUR WELL.” Sos fh] ‘= OT lly © cee aR. ? 2. ‘ . 6 » ‘ . oad a %e le ro ‘ Fee aagg 7B Bato 7 , —_ age oe ee ee! eA ts nf, to, li FL pS ese gy oe } ; we ef | Ps eh H ¢ (KiPLING—Hobart.) oa) Sas > = ee OL a . —_, -- ere eS Ou - . on) See tro) , + ye _ Py : eer: so += - a ¥ THE CAPITAL CITY.—A Supermarine Seagull (Napier Lion) over Hobart, Tasmania. The machine is one used by the Royal Australian Air Force or coastal survey.

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874 The Aeroplane Irwin, the Viceroy of India, to various hill tribes on the North-West Frontier. The third heading of the article was “By Air to Wana,” but the main interest of the article was political and to a certain extent ethnological, in that it dealt with certain characteristics of the various hill tribes which Lord Irwin visited. To us the chief interest is that the journey which was made by the Viceroy and Lady Irwin, could not have been made without Air Force transport. Quite near the beginning of the article, the author, a correspondent of The Times at Simla, remarks, ‘“ Unsea- sonable cold, torrential rain, adverse weather reports, and tales ot sodden aerodromes made the odds seem long against the fulfilment of the arduous programme whichhad been drawn up.”—Here, without any preliminary talk or sur- prise about the idea of the King’s Representative in the Indian Empire risking his life by air, you have the simple assumption that wet aerodromes were going to interfere somewhat with the Viceregal programme. After driving up into the hills on the first day, Lord Irwin and his staff paid a visit to Waziristan by air. The Viceregal party flew in a Hinaidi with an escort of Wapitis. And the writer of the article, referring to the place at which they arrived, remarks casually, “One big frontier post, with aeroplane station attached is somewhat like another.”— You will notice that the aerovlane station is accepted as normal equipment.: On the third day the Vicerov flew over what has long been the dreaded Mahsud country to Wana and thence back to Peshawar. ; On the eighth day of the Viceroy’s tour, Lord Irwin flew, accompanied by Lady Irwin, over the famous Malakand Pass to the Swat Valley. One notices that the chieftain of the Swat Valley is now called the Wali of Swat. There was a time when somebody who bore the much more pic- turesque title of the Arkoond of Swat was celebrated in verse in Punch for sheer joy at his beautiful title. By way of compensation, the Wali of Swat seems to rejoice to-day in a kind of local or secondary title by which he is called, the Miangul Gulshahzada—whatever that means. Which has nothing whatever to do with aviation, but these elegant titles deserve to be recorded if only because we should never have heard of them but for the Viceroy’s visit by aeroplane to Swat After all that, Lord and Lady Irwin returned comfort- ably the next day to Peshawar having first of all done a full day’s work in receiving local chieftains and conferring orders and commendations on them. By COMPARISON. This description of the tour is one of the finest testi- monies to the advantages and comfort and safety of air transport that could be produced. It is in fact more likely to produce air-mindedness among the best people in all nations (because, remember, the best neople of all nations Ce ey: 4.0% ? -. oL' ‘ yes : eID: =, ele = - — ~ = _ . =_— May 14, 1930 do read The Times) than was even that magnificent ex- ploit of the Royal Air Force in India, plus re-inforcements trom ‘Iraq, when they brought Sir Francis Humphrey and some hundreds of assorted men, women, and children of various nations out of Kabul to safety in Peshawar during the Afghan revolution. That performance showed what aircraft could do in extreme emergencies. The King’s’ Representative in Afghanistan and all. those people had the choice between stopping in Kabul with the excellent prospect of being massacred by Amanullah’s enemies, or taking the seemingly appalling risk of flying from Kabul over the Pathan hills to safety. Naturally they took the risk of flying, and the Press of the World gave the Air Force full credit for their excellent organisation and their skill in transporting so many people without accident But are ordinary readers of The Times so likely to be impressed by an extraordinary feat of that kind as they are by reading of the Viceroy’s tour over just exactly the same country, when the aeroplanes are not advertised as anything special, but merely enter into the narrative as one of the various methods of transport used? The best kinds of propaganda are sub-conscious or un- conscious. When you start preaching to a man about the possibilities of air transport you immediately rouse his critical sense, if not his definite hostility. But when his daily paper tells him that people are using air transport as a matter of course then he ceases to be either hostile or critical, but merely reads the facts and inwardly digests them without marking or learning them. AN OUT-OF-THE Way SPOT. On another page of The Times of the same date, the leading article under the heading “Imperial and Foreign News” is an extremely interesting account of the recent re- bellion in Abyssinia sent by The Times correspondent in Addis Ababa. Here we have a piece of history which is not likely to be taught in English schools, though it has a very important bearing on our African possessions. It tells, frankly, how Ras Tafari comes to be Emperor of Abyssinia. And it tells in detail how Ras Gugsa raised quite a good-looking rebellion last March and was squashed by Ras Tafari’s troops. Quite casually in the course of this article we learn that two French aviators, Messieurs Maillet and Corriger, in the service of the Abyssinian Government, took part in the battle and in addition to dropping bombs kept the Government troops fully informed about the disposition of the rebels. The report says that the Minister of War, Dejamatch Mulu Geta, who commanded the troops, though entirely unused to aeroplane reconnaissance, profited with great ability by the information thus received. SN x WHAT TOURISTS SEE IN GERMANY.—The Siarenbergersee, near Feldafingen, photographed. -by. Herr Alexander von Bismarck,

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May 14, 1930 The Aeroplane 875 TA NW Jyve ve a j~AN ARS ol NAPIER Aero Engine Successes in AIR First.and only non-stop flight from England to India—4,130 miles in 50 hours 38 minutes. NAPIER engine First and only formation flight from England to Australia—180,800 engine miles without mechanical trouble. NAPIER engines For five successive years four aircraft have flown in formation from Cairo to Cape Town and back, covering in all an aggregate of 208,000 engine miles without trouble. NAPIER engines on LAND World’s land speed record. Sir Henry Segrave driving his Irving- Napier set up the World’s land speed record of 231 m.p.h. | NAPIER engine Capt. Malcolm Campbell with his Napier engined Bluebird set up World’s land speed records for 5 miles—211 m.p.h.—and 5 kilometres —216.03 m.p.h. NAPIER engine on SEA The World’s record speed for single engined motor boats, the Championship of the World, Championship of Germany and Champion- ship of Europe were secured by Sir Henry Segrave driving his Napier engined Miss England. NAPIER engine NAPIER The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W.3 918) EE IRAE 9 4 9 boyd cf... 4a iy) ee 7a Ae ee © 4+ tb hypo oaarF” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS, ~~

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876 The Aeroplane May 14, 1930 After the defeat of the rebels the news of the Govern- ment’s vistory was brought from the front by M. Maillet, who was received by the King and decorated with the Collar of Commander of the Order of Menelek. The Times correspondent at Addis Ababa lavs no parti- cular stress on the operations of MM. Maillet and Corriger. He merely mentions them as vart of the ordinary machinery of war. THE AEROPLANE iS in communication With M. Maillet and hopes with luck to be able to give some further particulars of this very interesting if somc- what out-of-the-way war. Here again, we have aircraft taken purely as a matter of course. And again we have that sub-conscious influence brought to bear on all intelligent readers of the news. SOVIET MOVES. In the very next column is an equally interesting short article under the heading “Soviet Warships in the Black Sea.”” It comes from The Times correspondent in Turkey, and lays emphasis on Turkish fears of the concentration of a Russian Fleet in the Black Sea. The article goes on to say that warships which have hitherto been in the Baltic, which presumably means Kronstadt (which probably now has some comic Soviet name, and used to be the port of St. Petersburg, which Soviet people now call Leningrad) have recently been pass- ing by way of the Baltic and the Straits of Dover and the Mediterranean through the Marmora and the Bos- phorus into the Black Sea, where the Turks evidently fear a concentration of Russian Naval strength to be used against the Turkish Black Sea ports in case of war. This article states that a new naval station is being prepared by the Soviet Government at Novorossisk and that the Naval Air Arm of the U.S.S.R. in the Black Sea is also being reorganised. And it states that very shortly Russia will have a much Stronger naval force in the Black Sea than any other country. Those who read THE AEROPLANE intelligently will have noticed that in the recent article on the visit of the Gra/ Zeppelin to this country, and of several of our countrymen in the Graf Zeppelin to Lake Constanz, the statement was made that at the Dornier Works on the Swiss side of Lars Constanz. our visitors saw a number of Dornier Wais being turned from peaceful flying-boats into war-machines by equipping them with gun-rings and bomb-dropping gear,— and that these Wals were intended for the Soviet Govern- ment. The fact that the statement about the re-organisa- tion of the Soviet Naval Air Arm in the Black Sea shvuuld have appeared in The Times on the very same day that this statement appeared in THE AEROPLANE is rather inter- esting. It shows the curious way in which vital news gets about the world. Those who take a proper interest in World Politics, such as should certainly be taken by all officers of the Royal Air Force, will find particular interest in this small piece of news. It is one of the straws which shows the direction in which the wind is blowing. THE AEROPLANE has already indicated the growing ill- feeling between Turkey and Russia. Although racially the lower classes of Turks are of the same family as the bulk of the population of Russia, they have many political, national and tribal differences. And when the next stage of the great Race War comes along, we shall almost cer- tainly find the Turks on our side, although strictly on racial grounds they ought to be on the Russian side. But, just as in the War 1914-18 not only races but tribes were cut by political lines, so in the next war this may be one of the instances in which a nation may be on the right side politically, if wrong racially. ' THE AIR LESSON. Thus you may see how air-mindedness is creeping into the daily life of all nations in spite of the natural conserva- tism of humanity. Admittedly all these three pieces of news have to do with aircraft of war of one kind or an- other. Although the Viceroy’s voyage was of a perfectly peaceful nature it was made in war machines. And although the aircraft used in Abyssinia were probably quite peaceful machines originally, they were used for war pur- poses. The Russo-Turkish news likewise concerned peace- ful aircraft converted for purposes of war. Against these we have the recent news that Mr. Man Mohan Singh and Mr. “ Engineer” have flown to India in an attempt to win the prize offered by the Aga Khan for the first- Indian to fly either from England to India or from India to England alone. And we had not so long ago, the news that the Vicomte and Vicomtesse de Sibour had flown in a perfectly peaceful Moth, to Addis Ababa, aforemen- tioned, where they had sold their Moth to Ras Tafari, pre- sumably to be used for warlike purposes. And we have the cheering news that Miss Amy Johnson, the first woman to take a ground engineer’s licence, has flown right across Turkey from Constantinople to ‘Iraq and has successfully reached Calcutta on her way to Australia. Most of these peaceful efforts have been passed over as ordinary items of news in the papers without any special elaring headline. - And they relate to precisely the same . areas as the items of news which referred to war machines. All of which is very encouraging. A CuRIOouS CONTRAST. The psychological aspect of this is particularly interesting because this sub-conscious air-mindedness is increasing de- spite the fact that deliberate efforts to create air-minded- ness seem to meet with so little success. For example, on that same day, Wednesday, May 7, when these things appeared in The Times, the Air League of the British Empire held a Dinner and Dance to celebrate its 21st Birthday. It was a very good party and a number of people of considerable importance were there. One of the Vice-Presidents of the League, who was the Chairman of the evening, was Sir Alan Anderson, a leading figure in Shipping and Finance in this country. One of the speakers of the evening, was Sir Samuel Hoare, our late Secretary of State, and another was Squadron-Leader TOURING IN GERMANY.—The town of Feldafingen, photographed by Herr Alexander von Bismarck. _

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Ma 14. 1930 The Aeroplane Aas / oe eps 7 : Saas ae THE laters iz nts Pn ae Ay a. - ‘28 ‘€ v4 °. aa on phen an} poe oy ath he | ] ye AM a4 | % f ae . ! 4 oat re ey ee ey ee METAL LINCOCK SINGLE- SEATER FIGHTER AND ADVANCED TRAINING MACHIN E ALTERNATIVE POWER UNITS A ae = | Supercharged Lynx IV. 215 hp. Wine Vv i 220h.p.Geared Lynx VI. = 250h.p.Lynx Major Normal military load. 24-3 hrs. duration. Remarkably” high performance in relation to comparatively ow power, |i] Exceptional manoeuvrability owing to compact weight. ||} distribution and well-balanced controls. Very durable - construction. Economical to run,and easy to maintain. nan ai¥ a | ia AS MEO. bik * a THE BLACKBURN AEROPLANE — 674g pa Landon ee AMBERLEY HOUSE, AND MOTOR COMPANY LIMITED, ff ORFOLK'S?, STRAND,W.C.2. Head OPFices € Works: BROUGH,EAST YORKSHIRE. fal Freese \¥ estore: Bro0gh (eiflies Teple ar ree Agency applications invited. \; . Telegrams: Propels, Brough, Blackaergisirand, london. otha Le eis) B57, 2th hee B4t me a) KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING W1iTH ADVERTISERS. ‘4 | — pe | = | A _ 4 P 4 . y _ ear ; 7 | | ; vane &e 1 VIAQITIFZAN Nv AW é A BVA JIG) / 1 ftyYy & Ju SD i ~ LAIDILIZGU WY Re J "an GS So y : r ¢ y . x A te

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878 The ee ee May 14, 1930 the Hon. F. E. Guest, formerly Under-Secretary of State for Air. Lieutenant-Colonel Moore-Brabazon, lately a Parlia- mentary Secretary for one or other of the Government De- partments, also spoke, as did Mr. P. J. Hannon, a Member of present Parliament. They all spoke well, as may be judged by the report of the Dinner which appears elsewhere. And yet, so far as one nas been able to discover, practically nothing of their words of wisdom and of warning was reported in any of the papers next day. One paper did report a few words said by Sir Samuel Hoare, but the function as a whole was ignored. This may have been because on the same evening the Newspaper Press Fund was holding a Banquet at which His Royal Highness the Duke of York was the guest of the evening. And consequently the newspapers may have been so concerned with the welfare of their suverannuated col- leagues they had no room in which to deal with Air- Mindedness as such. Or the omission may have been due to the fact that the Air League omitted to ask the news- papers to send to their party individual representatives who were of great enough importance to ensure that what they wrote should be duly published. Anyhow, the fact remains that what ought to have been a really important date in the History of British Aviation, was completly neglected by the Press which makes such a shout about its own patriot- ism, and Empire Free Trade, and such things. One doubts whether in any other country there is an organisation formed twenty-one years ago for the express purpose of impressing on its own particular nation the vast importance of adequate air defence. Certainly our Royal Aeronautical Society is the oldest scientific aeronau- tical organisation in the World, and one believes that the Air League is the oldest propagandist air organisation in the World. That being so, our papers, or at any rate those which have been during the past few years crying out most loudly about our imminent danger of invasion by air, might at least have laid emphasis on the: fact that we have a body which for twenty-one years has been doing its best to impress on the people of this country the need for air defence, which these same papers have themselves on occasions made the subject of impassioned articles. THE AIR LEAGUE. The Air League has of late been doing very good work. At the Aero Show at Olympia, in July last, it organised lec- tures and invented many ingenious methods of impressing itself on the British public. Probably if the organisers of the Exhibition had had a little more understanding of the British Public more members of the said Public might have visited Olympia to be impressed. But certainly the Air League did its part to the best of its opportunities. More recently at the annual Schoolboys’ Exhibition the Air League laid itself out for ten full days to impress on the youth of the nation the importance of aviation in all its stages. And judging by what was to be seen on the spot, it met with well-deserved success. The methods of the Air League have changed consider- ably of late. Instead of attacking the Air Ministry in its own monthly organ the Air League has been publishing interesting information such as is likely to interest people of all sorts in flying. Given time to reorganise itself it will no doubt follow the same policy as was followed by the Navy League in its great days, when the late Robert Yer- gor: eer < Se” } AR ~~ » SS ~o BISSaeeARVaAews burgh and Mr. Pat Hannon made it a really great political power. In those .days the Navy League frequently abused the Treasury for not producing enough money for the enlarge- ment of the British Navy, but it had one fixed policy which was that anything the Admiralty did was right, simply because the Admiralty did it. In that way, the Navy League impressed on all its members, and through them impressed on the majority of the people in this country, the fact that we had the finest Navy in the World, and that it was handled by the best possible people, and that it deserved the whole-hearted support of the nation. That is precisely the kind of policy which the Air League should follow. Briefly, its policy should be “The Air Ministry, right or wrong.” If it wants to criticise the Air Ministry at all it can do so privately behind the scenes. But in public its one aim and object should be to fell everybody how right the Air Ministry is on every possible subject. And on this line of argument it can then pur- suade the nation that the Air Ministry deserves the nation’s support. : POLICY. Minister after Minister in the House of Commons has informed the House in answer to questions that the Government has no intention of bringing up again the question of whether the Air Ministry should cease to exist so that the Air Force may be divided between the Navy and the Army. Conservative Governments, Liberal Governments and Socialist Governments have all given the same answer. But there is always a possibility of the old agitation rising again, and anything which can strengthen the hand of critics of the Air Ministry should be avoided. All our endeavours should be directed towards backing up the Air Ministry itself. What the Air League needs at the moment is undoubtedly a thoroughly active President who carries a great deal of weight politically, without himself being a politician. The Duke of Sutherland, as President, in the past has done very good work. Everywhere he has been popular, esvecially in the United States, where, when at a great banauet speaker after speaker addressed him as ‘ Your Royal Highness” he never flinched, and courteously refrained from correcting the error in public. But he has too many calls on his time to be able to devote himself altogether to the interests of the Air League. The difficulty is to find a man of equally high standing in the eyes of the people of this country who can devote himself to the work of the Air Ministry. Somebody the other day suggested Lord Derby. He would be excellent, but he probably has far too many other in- terests outside of aviation. Another suggested Lord Trenchard. ‘There could not possibly be a better man for the job, for nobody knows as much about aviation as he does and nobody has such extraordinary foresight. But one doubts whether he could be induced to come so much ad the limelight as the President of the Air League should e. If anybody has any other suggestion to make, one feels sure that the Chairman and Committee of the Air League would be glad to have them. In any case, the Air League now has its great opportunity. The idea of air transport is soaking into the minds of the people and anybody who will get up and talk air sensibly—not hot air—is bound to receive attention.—c. G. G. , : AN ve . IN JUGO-SLAVIA.—Mr. and Mrs. Alan Butler, of the Aircraft Operating Co, Ltd., and the Gloster Survey Biplane (Jupiter engines) on the aerodrome at Beograd (Belgrade). In the middle of the group is the Chief of Staff of the Jugo-Slav Army. Next to him is Mrs. Butler, then Mr. Pearse (who, with Mr. Mapplebeck, runs the De Havilland agency in Yugo-Slavia), next come Mrs. Pearse, Mr. Butler, and Mr. T. G. Mapplebeck.

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May 14, 1930 The Aeroplane | . ‘ é S"OUNUNNNNQOUUUNONNOQUUHOONUAQQOONTONNOQOOUOQONCQQOUONUUNG00OGUOUUONOUEUUCEUUOOEONNONOOODENENOGOUUUEONNQGOCUNNAOQOQUUGOUUNNONOQOOUONNNGNQOOUEOONGGODOLOOONGUGDoROysouuguuoueddQQUUOOUONOGCTHONONNGUILY CIRRUS & HERMES ENGINES CIRRUS AERO - ENGIN KS, Ltd. Telephone ° HOLBORN 4076, have a record of successes in Air Racing, Inter- national Competitions, and in all the - Great, Pioneer World Flights by Light Aircraft which 1s unapproached by any other type of low-powered engine. Sixty-three distinct types of Light Aircraft, Sea- planes, Flying Boats, and multi-engined machines are fitted with Cirrus and Cirrus-Hermes engines. Over forty-nine aircraft manufacturers in various parts of the world fit Cirrus or Cirrus-Hermes engines in their Aircraft. | | Regent House, - —_— 89, mS anng LONDON, W.C.2.. 00000000 ANH Teleg rams: OCIRRUSO, LON DON. KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS. TTTTTUUHLULLULILLELLLLLLLLLEELELLLE LLC LLLEE LULU ECLPLELUEL UEC LPUPPG LGU UMPYOMLT GTP MHE HILLEL CLCPe LCL Choo CUUUACCUCGCCHENUGAUGCUAUUEDACECUUCADDEUATATAETAEGATATA TTA TA TATE TEESE

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880 The Aeroplane May 14, 1930 THE AIR LEAGUE’S COMING-OF-AGE CELEBRATION. The Coming-of-Age Celebration of the Air League of the British Empire took the form of a Dinner and Dance at the May Fair Hotel on May 7. Sic Alan Anderson, K.B.E., Vice- President of the Air League, was in the Chair. It was far the best party the Air League has ever done. and was free from those catch-penny tricks and cheap attempts to get publicity which have disfigured Air League affairs in the past, and have kept the best people away from it. The Committee and Secretary deserve to be con- gratulated. After the Loyal Toasts had been proposed by the Chair- nian and duly honoured, Sir Alan Anderson explained that the Duchess of Bedford had an appointment to broadcast from the B.B.C. Studio and would have to leave the assembly. He therefore proposed her health and that of her crew, Capt. C. D. Barnard and Mr. R. Little, who had just completed a magnificent and record-breaking flight to the Cape and back. Lieut.-Col. Thwaites, C.B.E.. M.V.O., M.C. (Secretary of the Air League), then read letters and telegrams regretting their inability to be present from Mr. Montague (Under- Secretary of State for Air), Marshal of the R.A.F. the Lord Trenchard, the Lord Thomson (Secretary of State for Air), Air Chief Marshal Sir John Salmond (Chief of the Air Staff), and others. Sir ALAN ANDERSON, E.B.E., proposing the toast of British Avia- tion coupled with the name of the Air Learue of the British Empire, said that the League’s sole surviving founder-member was with them to-night in the person of Sir Reginald Cave-Browne-Cave. Several members dating from 1909 were present including Major-General Seely and the Hon. Lady Shelley-Rolls. He said that while they were dining a young woman of 22, the only woman to hold a ground- engineer's licence, for which she had qualified while she was acting as a typist for the Air League, was now flying alone to Austraiia. He proposed that the assembly should send her a telegram read- ing, ‘“‘The Air League at the Annual Dinner admire your pluck and enterprise and send best wishes for the success of your truly British flight.’”” In response to shouted suggestions from one of the tables the words ‘‘on your good British machine’’ were added. The speaker then referred to the position of Aviation twenty-one years before when M. Blériot and the Hon. Charles Rolls had flown the Channel and Henry Farman kept in the air for three hours. The endurance record now was 6) hours and with re-fuelling. 17 days. The height record was then 1,500 feet ana it was now 40,uuu feet. Great Britain was now leading the world in technical achievement and the practice of flying. We had been first across the Atlantic and had won the Schneider Trophy twice in succession. He was not im- pressed with countries which started air-lines for which the tax- payers had to pay and he hoped and believed that our air transport would pay its own way. ‘ The Air League was pleased with the Government for the first time because it had not cut down the Civil Aviation Vote in the Air Estimates. He then outlined the progress of transport through- out the ages and ended by appealing to his hearers to join the Air League. THe Rt. Hon. Sir SAMUEL Hoare, P.C., G.B.E., C.M.G., LL.D., sup- porting the Toast, said that when the Air League was started the Brothers Wright had offered their machine to the British Govern- ment three times and it had been refused twice by the War Office and once by the Admiralty. This was a common incident in the history of Whitehall. Whatever Government was in office the habit of Government Departments was always to say no to enterprise and adventure. [Here, for almost the first time, one disagrees from Sir Samuel. The War Office and the Admiralty were right. Within three years the Wright aeroplane was dead. And we had British and French aeroplanes which were far superior to it.—c. ca. &.] During the five or six years that he had been connected with one of the Departments of Whitehall the Air League had thourht, and he himself had agreed, that he did not go far enough. Being on the political dole he could now speak his mind and he agreed to a great extent with the criticisms of the Air League. The assembled company were there to look back on twenty-one years and forward to twenty-one years of the air possibilities of the British Empire. When he first went to the Air Ministry in 1922 Mr. Bonar Law had told him that it was possible that they would have to abolish the Air Ministry during the next two months and they would probably have to divide up the Air Force between the Navy and the Army. They would also probably have to abolish subsidies to Civil Aviation. In fact it had not been a very optimistic atmo- sphere. However, thanks to the enterprise and spirit of adventure of British pilots, the enterprise of British Industry and the help of British science, the position of British Aviation to-day was very different from that in 1922. Speaking of twenty-one years ago, he said that Col. Moore-Brabazon, in a machine designed and built by Mr. Horace Short, had just flown a circular mile at Sheerness. He would like to hear Colone) Moore- Brabazon compare that first circular mile with his record time on the Cresta run. We had the finest Air Force in the world, but civil flying in this country did not compare favourably with the civil aviation in other countries except that it was safer and more reliable. The French Minister of Air had recently pointed to British Civil Air Transport as the safest in the world and had sunported his words by undertaking a journey to North Africa in a British machine, a Short Calcutta. Although we might regard with satisfaction the achievements of the last twenty-one years we must not rest content. Our Air Force was oniv fonrth in point of numbers and we must not be content until we saw parity between the Britisn Air Force and those of the other great powers. Our civil machines were the safest and mosc punctual and regular in any part of the Globe but there were nox enough of them. He would like to see a fuller use os Air Power in the province of Imperial Defence. He did not want to See the other Services reduced beyond the safety line but he thoug:.t that fuller use couid be made of Air Power in the Empire. An impartial inquiry would find that aur Power could maintain erficient Imperial Defence at a smaller pnice. British taxpayers should take an interest in the possibility of British Air Power undertaking fuller duties at a lower cost in money aad life. LIEUT.-COLONEL Moore-BrRasAzon, M.C., responding to the Toast, pointed out that they were having not oniy a dinner but a dance and the previous speaker's reference to his age woud prevent hin getling a young partner. He enjoyed lIstening to ex-Secretaries of State for Air because of the differences between their’ policies in and out of office. He was an aerial die-hard but He did not Wish that there should be any misconception of the dangers to early pioneers because they never got off the ground. The Air League. like all good aircraft, had its ups and downs. Coming-of-age. in addition to be- coming liable to receive bookmakers’ circulars, usually meant having presents and the Air League needed another £5,000 a year. There were four lines of attack by which people could be persuaded to join the Air League. First was the threat of being bombed and gassed; secondly there was the necessity of supnorting a British In- dustry; thirdly there was the sporting side of 1t; and fourih.y, there was the question of Imperial Defence. “Mr. P. J. H. HANNON, M.P.. F.R.G.S., supporting the response, said that they were celebrating the twenty-first amniversary of a great national organisation. The Air League had to carry its message ail over the world. and needed practical support. Se. Lor. THE Rr. Hon. F. E. Guest. P.C.. C.B.E.. D.S.O., proposing the Guests, said that if the Air League was to do its best work. its policy must be clearly defined. It should have a military and a civil policy. The Royal Air Force was all right but the position of British civil aviation to-day was pathetic and contemntible. Masor-GEN. THE RT. Hon. J. E. B. Seety, P.C.. C.B., C.M.G., D.S.O.. responding for the Guests, said that he was one of the aborigines, and had been the first Minister in any country to fly. He believed that there were actually no suests there but that all were members, because in the reception room there had been a dos asking for sub- scriptions from non-members and none had been received. Constant effort was needed to make the peop!e of this country under- stand that Englani would depend for her future existence on her Air Force and on Civil aviation. The Air League had helned to make England the great Air Power that she now was. COLONEL THE MASTER OF SEMPILL. A.F.C., proposing the Chairman, said that Sir Alan Anderson was one of the biggest figures in the world of finance and shipping. which he regarded as a favourable sign for the fulture.—c. M. Mca. {Sir Alan Anderson has to do with the Orient Line, which supplied the good ship Orford as a floating hotel for the Royal Aero Club for the Schneider Trophy Contest. One hopes that his constant contact with the Marine Mind will not make him unduly slow in doing some- thing practical for the development of Aviation.—say something after the manner of the Hamburg-America and other foreign steamship firms.—c. G. G.] IMPORTANT DATES. May 15.—Dinner to Lord Wakefield by the R.Ae.S., the R.Ae.C.. the S.B.A.C., and the Air League. May 17.—Brooklands- Flying Display and opening of Brooklands Aero Club. May 24.—Aecrial Cross-Country Observation Competition of Norfolk and Norwich Aero Club. ne May 29—June 14.—Royal Tournament at Olympia. May 30.—Wilbur Wright Memorial Lecture by Mr. H. R. Ricardo. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Official opening of Bristol Municipal Aerodrome (with R.A.F. support). June 3.—R.A.F. Middle Esst Dinner. June 7.—N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.-—-Manston Garden Party. June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks, Cup at Heston. June 26.—Ipswich Air Pageant «Suffolk and Eastern Ccuntles Aero: plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 5.—King'’s Cup Air Race ‘Royal Aero Club—Hanworth. July 9—12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—N.F.S. Meeting at Hull. July 20—Aug. 7.—International Touring Competition. starting from Berlin. , July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at the Hague. Sept. 6—28.—International Aero Exhibition at Stockholm. | Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) ‘with R.A.F. support). , Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Parts.

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May 14, 1930 : The Aeroplane | 81 . A FINE PERFORMANCE. Miss Amy Johnson, a gallant young woman of Yorkshire, and the London Aeroplane Club, has made a sterling show- ing to date in her attempted flight to Australia. Incident- ally she was two days ahead of Mr. Bert Hinkler’s time at Karachi, where she arrived on May 10, and that would have been remarkable even had she got no further. At starting Miss Johnson stated that she hardly ex- pected to beat any records although she hoped to put up a good show, which is a becoming and laudable ambition for which she will carry more good wishes than if she had, as stated in the daily vress, deliberately published. her intention of outdoing a pilot of Mr. Hinkler’s standing. Miss Johnson flew from Croydon to Vienna on Monday, May 5, and from Vienna to Constantinople the following day. Except for bad rainstorms over the Balkan moun- tains she reported good flying practically all the way. Her Start on May 7 was delayed slightly by unsuecitied re- pairs to the airscrew, and instead of reaching Ramadi Miss Johnson came down at Aleppo after having very poor visibility through the Taurus mountains, and some diffi- culty with her heavily-loaded machine. Between Aleppo and Baghdad next day she met a violent sandstorm, and had to land after struggling against it for some time. Her two hours in the desert beside the machine, which showed signs of wanting to blow away every Moment, were a nasty experience. Miss Johnson piled tool-boxes, and luggage round the wheels for chocks and attempted to cover the engine to keep some of the sand out. She started again as soon as practicable, and had some difficulty in finding Baghdad owing to the weather, but arrived there safely. On Friday the flight was continued to Bandar Abbas, and on Saturday to Karachi. which she left at dawn on Sunday for Allahabad and Calcutva. On Monday she reached Calcutta, after having to land at Jhansi for fuel. : On Tuesday morning she left Calcutta in an attempt to fly non-stop to Rangoon. Miss Johnson’ has a faster machine and better landings and facilities en route than Mr. Hinkler had in 1928, but the fact that she is, to date, three days in advance of his time, is an amazing feat which entitles her to.the profound admiration of everyone in the game. Her success is. no © doubt. due very largely to the .fact that she is her ce s engineer as well as a cavable pilot. ~~ Lord Thomson, Secretary of State for Air, has sent the folowing telegram to Mis Amy Johnson :— I congratulate you heartily on reaching India by light aeroplane fa the record time of 6 days, and trust you will have equal success la the remaining stages of your flight to Australia. Miss Margaret Bondfield, Minister of Labour, has also Sent, through the Air Ministry, a message to Miss Johnson :— Warmest congratulatiofis on your splendid effort, and all good Wishes for your future success. THE WILBUR WRIGHT MEMORIAL LECTURE. An event of outstanding imvortance to the Aeronautical Community and of particular interest to those interested In aero-engines will take place on May 30, at 18.30 hrs., when Mr. H. R. Ricardo, A.M Inst.C.E., M.1.A.E., F.R.Ae.S., Cm Miss Amy Johnson. . will deliver the 18th Wilbur Wright Memorial Lecture before the Royal Aeronautical Society, at 18, John Street, Adelphi, W.C.2. : Mr. Ricardo will read a vaver on “The Development and Progress of Aircraft Engines,” in which he will review' pro- gress and then indicate vossible lines of development. This Memorial Lecture, which was founded in honour of the late Wilbur Wright, is the most important in the calendar of the Society, and as such rightly attracts a great deal of attention. ts A lecture of this kind from an engineer of Mr. Ricardo’s standing, who has the advantage of being an acknowledged specialist without any particular interests, is bound to be full of the most enlightening remarks. | The recent work of Mr. Ricardo on Diesel Engines should add even further interest to this paper, for the question of compression-ignition engines and the burning of heavy fuels is very much to the fore. : People are reminded that there is no excuse for missing an occasion like this, which is auite oven to anyone interested. There is merely a book to be signed in the hall. The Royal Aeronautical Society is delighted to welcome strangers,— distinguished or otherwise.—tr. J. EUROPE’S FIRST AIR POLICE. Aerial police are now enforcing the aerial privacy of the fortified regions of the Moselle Department, except along an official corridor which follows the Saar valley. Commer- cial and private machines which violate the prohibited ‘area 3 are reported by ground stations, and military aeroplanes from PRR: ; | . Thornville or Metz or both are set on the trail. A commer- ROYAL PASSENGERS.—The King and Queen of Siam mercial machine of the Farman Air Line is reported to have alighting from a Fokker monoplane of the K.N.LL.M. made a compulsory landing after such a trespass.

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882 The Aeroplane May 14, 1930 THE INTERNATIONAL AVIATION LIGHTING MEETING IN BERLIN, By W. S. STILES, PH.D. | Perhaps at the present time there is no need to emphasise the importance of night flying, but the following figures are Significant. In the United States there are about 60,000 kms. of airway in operation, of which some 16,000 kms. are equipped with lighting arrangements for night flying. In France 2,500 kms. out of 4,500 kms. are so equipped. Ger- many has over 1,000 kms. of lighted airway, Belgium 110 kms., and Great Britain none. There seems little doubt that as time goes on all principal airways will work day and night services, and the air tra- veller of the future will be as little concerned whether he journeys by night or by day, as is the railway traveller of the present time. It must, however, be realised from the start that the successful development of night flying for commercial purposes depends in great measure on the adequate lighting of airways, aerodromes and aircraft. The term “lighting ” is used here in a very comprehensive sense. Aviation lighting equipment comprises, to begin with, the powerful light beacons (airway beacons) placed at intervals along an airway to mark the route. These are usually flashing beacons, and their distance apart varies considerably in different countries. In the U.S.A., for ex- ample, 16: kms. is the common spacing, and in France 70 kms., or even greater, spacings are used. Some airways are equipped with smaller beacons (inter- mediate airway beacons) placed in between the airway beacons at a spacing of from 5 to 10 kms. Neon tubes have been used for this purpose. ° At an aerodrome the lighting system may include a specially powerful beacon (location beacon) to mark the position of the aerodrome, boundary lights to show the pilot the safe limits of the landing area, a landing flood-light which illuminates the surface of the field, an illuminated wind-indicator, obstruction lights, and a ceiling height pro- jector, besides subsidiary lights necessary for the regulation of the air traffic. On the machines themselves there may be, in addition to the navigation lights, one or more floodlights for illuminat- ing the ground when landing.. The design and construction of lighting equipment to serve all these purposes amonts practically to a new branch of illuminating engineering. Granted that the tech- nical difficulties of aviation lighting can be, and in fact are being, overcome there still remains one further condition to be satisfied before night flying has a clear road for pro- gress. It is essential to have internationally standard sys- tems of aviation lighting. A pilot of the future, taking a machine from London *o Baghdad, say, must be assured that the light signals he obscives will be of the sau.c character anc will mean the same thing whether he is flying over England, or Austria, or Persia. He. must be assured that the aerodromes on which he may have to alight will be adequately lighted and in accordance with a recognised system. The International Commission on Illumination, a body formed to foster interest in all branches of illumination, particularly with a view to obtaining international agree- ment on funadainental questions, turned its attention to aviation lighting in 1928 and appointed a special technical committee to deal with the subject. The next meeting cf the Commission will take place in Great Britain in 1931, vut the rapidity with which airways are being equipped with lighting installations has made it imperative for the Com- mission to hold without delay a sectional meeting of repre sentatives of the different air lines, lighting experts, manu- facturers of lighting fittings, etc., for an open discussion of aviation lighting problems. On April 28, in the Technische Hochschule, Berlin, the First International Conference on Aviation Lighting was opened and set to work immediately to draw up provisional recommendations for the aviation lighting. international standardisation of Among the delegates to the meeting were representatives of twelve European countries, of Japan, and an observer from the U.S.A. In all some 90 delegates were present. AIRWAY AND AERODROME LIGHTING. Anyone who has had to correspond abroad on technical matters will realise the importance of the first task tackled by the Conference—the settling of equivalent expressions in English, French, and German for the principal technical terms used in aviation lighting. The following list was accepted provisionally :—| ' Phare = ... Beacon Leuchtfever! Projecteur Projector ... .... Scheinwerfer Feux de position Navigation lights Stellungslichter Phare de ligne ... Airway beacon ... Flugstreckenfeuer Phare de terrain... Location beacon... Ansteuerungsfener Balisage de ligne Airway lighting... Flugstreckenbe- feuerung Feux d’obstacles Obstruction lights Hindernisfeuer Projecteur ou Landing flood- Landebahnlenchte batterie d’atter- light or battery rissage of floodlights Feux d’atterriss- Landing direction WLandebahnfeuer age light~ ! Feux de délimita- Boundary lights... Umrandungsfeuer tion de terrain te Indicateur de vent Illuminated BeleuchteterWindan- éclairé wind-indicator zeiger Phareaéclat ... Flashing light Blink feuer Phare a éclipse ... Occulting light ¢. Unterbrochenesfeuer Phare principal ... Principal airway MHauptfeuer beacon Phare intermédi- Intermediate air- Zwischenfeuer aire way beacon Feux auxiliaires... Auxiliary lights... Zusatzfeuer The Conference general terms this then attacked the main problem. In amounts to the following :—On the one hand, the characteristics and arrangement of all the dif- ferent lights must be so chosen that each performs effec- tively its own particular job; on the other hand (a), the number of simple characteristics of lights which are avail- able is limited, particularly for long-range lights (two OF THE STAR-SPANGLED MANNER.—A Puss-Moth (otherwise Moth III) with inverted Gipsy engine, on floats ‘ on the Welsh Harp, photographed in bright sunlight to give a moonlight effect. —(‘‘ Aeroplane” photograph.)

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883 The Aeroplane 2 £0 May 14, 19 ions. t SEATER ica th many appl 1 ircraft w seater steel aeroplane has been used for three An A S 2 Atla ears as Standard equ as Ith opera- a seaplane qual s or eng Orce. ir | al A ’ ipment for the Roy ion and can be used for army co ) ith ity VM ine ing . ganda 1n aj f outstand in seater tra Jag ar M icat anced two- , for adv 12) wee oO ~ ae) OL a wy ed) ~ 9°) ed) a o = — 7) a2} WY F © O ed) ale) be .@) 3°) Ss 00 ras) — o — ~ le $e] = av Q oS field of appl ties it de du iS ava ich a wl 10n °F It wh Ww G SIR W. G Rd HTP WwO RON Wh RMST ks and -\erodrome Git aa ce Me N a @ | 5 ~ as) O © - s 2) ea) es pum = —s Es [ri << ~ (©) fe ce =F Be <Ca@) S au it vf. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Digitized by Google

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May 14, 1930 | The Aeroplane | 885 WORLDS RECORDS OF THE ARMSTRONG SIDDELEY GENET Qa ANCE RECORD Light Aeroplanes, 3rd category, single seaters, weight 200-350 kgs, (440 770 ibs.),aistance in astraightline, July 17th, 1929;'D S.Zimmerly, Barling, U.5.A., N.B.3. 80-88 h.p. Gener, 2,500 kms, (1 553 miles). . 72. Light aircraft, 3rd category . (single seaters weighing less than 750kgs.), Altitude(France). Albert monoplane fitted with 80-83 h.p. Genet engine at Le Bourget, February 11th, 1930, 7,730 metres. ARMSTRONG SIDDELEY MOTORS LIMITED, Coventry, England and 10, Old Bond Street, London, W.1. ‘fy “ARMSTRONG SIDDELEY GENET ENGINE Best for Light Aircraft KNOWN AND FLOWN ALL OVER THE WORLD KINDLY MENTION “THE AEROPLANE”. WHEN CORRESPONDING WITH ADVERTISERS.

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836 The Aeroplane May 14, 1939 use of both principal and intermediate airway beacons, each principal beacon marking an emergency landing-ground. This matter was referred back for further consideration when more experience of the two systems had _ been obtained. LIGHTING ON AIRCRAFT. The matters considered under this heading were the fol- lowing :—The range, colour and light distribution of naviga- tion lights, the standardisation of the voltages used on aero- planes, the standardisation of lamp-caps and sockets, and the use of landing floodlights mounted on the machine. For the navigation lights a light distribution has been suggested, with the maximum intensity in the direction of flight, the intensity to the side and the intensity vertically upwards or vertically downwards being not less than 50% of the maximum intensity. On the difficult question of voltage so many factors come in—weight of storage-batteries, weight of cable system, danger of an arc forming if a current-carrying wire is broken, use of the electric supply for purpose other than lighting, etc,—that it is not surprising that the Conference was unable to agree on one voltage as being the most suit- able. It was proposed to recognise the voltages 12 and 24. The desirability of all machines employing the same type of lamp-cap and holder so that spares will be easily obtain- able anywhere is obyious, and work on the development of suitable light lamp-sockets was _ initiated. In conclusion I think it may be said that the Conference has accomplished more than one had the right to expect in sO new a subject as aviation lighting. The recommenda- tions agreed to by the meeting represent only a part of the work done. These recommendations are only provisional and must be submitted to the plenary session of the Inter- national Commission on Illumination in 1931 for ratification or amendment. In the meantime the discussions at the present Confer- ence will assist Delegates to employ their endeavours in directions most likely to lead to satisfactory and consistent aviation lighting. AN OPPORTUNITY. In connection with an Air Pageant which is to be held in Glasgow on Saturday, May 24, Imperial Airways Ltd. have arranged a special long week-end flying service. One of their three-engined Armstrong Argosies (three Jaguar engines) will fly north from Croydon on Friday, May 23, and return from Glasgow on the following Tuesday. Cars will leave Airways House at 09.10 hours, and the Argosy will take off at 09.45 hours. On the following Tues- day cars will leave the Central Hotel, Glasgow, at 08.40 hours, and the liner will start from Renfrew Aerodrome (provided, of course, that that delectable spot is then visible in the matutinal mist) at 09.30 hours. Car connections are included in the fare of five guineas for a single passage or £10 return, and the usual Silver Wing service and facilities will be provided en route. CIVIL AIRCRAFT. In the House of Commons on May 9, in reply to a question by Lieut.-Cmdr. Kenworthy, the Under-Secretary of State for Air said that according to the information available, the number of civil aircraft owned by companies operating regu- lar air transport services in His Majesty’s Dominions was 227 and the corresponding figures for other countries were :— United States of America 619, France 411, Germany 265, Italy 64. He had no information in regard to the number in the Union of Socialist Soviet Republics. tenia abi rs-Roe Cutty Aerodrome, —(“ Aeroplane’ photograph.) ye SASS oS es Holden, owner of the Norman Cutty Sark amphibian, and Mrs. Holden, with Mr. E. G. Hordern, their pilot.—(‘' Aeroplane’ photograph.) AN ITALIAN VENTURE. . Some time ago Mr. Francis Lombardi and a mechanic flew from Rome to Mogadiscio, which is presumably Mog- dishu, on the eastern coast of Italian Somaliland, by way of Tripoli, Tobruk, Cairo, Massaua, which is in Eritrea, the Italian territory on the Red Sea, and Bender Cassim, which is on the Red Sea coast of Italian Somaliland. Apparently no stop was made at Cairo, which seems sensible. One gathers that the flight was intended to show, besides the capabilities of Italian light aircraft, the fact that Italian Somaliland can be reached without landing at places other than those in Italian territory. The machine in which this trip was made was a Fiat A.S.1 (85 h.o. Fiat A.50 engine). A report states that two Italian airmen have arrived at Juba, which is a stopving vlace on the Cape—Cairo alr route, in a motor. Thev had come from Yambio (which 1s not on the office map) where their aeroplane had been left in a dameged condition. ———= Sark amphibian (Cirrus-Hermes engines) at

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‘May 14, 1930: 887 ‘torwamt , mean eT Ls soca? r. g #6 WAN 9 ate .. az Se Be a ae \ & ALTITUDE | 2. THOUSAND FEET OOMLTR wOrEUWtET comeake eed he Be! foes Et Pas Y LE ts Sn VA re aes a) DR y) | een 958-281 “S$ 1150:120! E60 30! Height 10 inches . Wideh . 1X ‘inches oS Weight 8.4 pate Quick Reading Ait Transport Panel The a Pioneer Air Transport Panel gives all. Lighting is Gadireee== without glare. In flight, flight indications at a glance. | _ bulbs may be replaced from the front of the The indicators of the center instruments, not- board, with one hand. Removing four nuts de- 1aally vertical, move right for right turns, left for . _ mounts the entire Panel for inspection Oe ’ left turns. The ball edn at a 9h. Sth center for haul. All electrical connections are attached to a straight flight and correctly banked turns. Other _ terminal block on the rear of the Panel. instrument hands are normally horizontal—all © Complete information about the new Pioneer go up when the ship goes up, down when the Air Transport Panel, or Aircraft Instruments PIONEER INSTRUMENT COMPANY lL —EX IN GTO N A VEN UE BROOKLYN 309 CZARBORN BLDG. DEARBORN * 639 SO. SAN PEDRO, LOS ANGELES *® 15 SPEAR ST. SAN FRANCISCO ® 420 W. DOUGLAS ST.. WICHITA @ 5034 W 63RD ST. CHICAGO G27 SUSSEX ST. OTTAWA ,@ STERNPLATZ 13 JOHANNISTHAL- BERLIN * GENERAL EUROPEAN REPRESENTATIVE, M. CALDERARA, 11 BIS RUE MONTAIGNE. PARIS, FRANCE KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 14, 1930 THE ROYAL The London Gazette. Air Ministry, May 6. RoyaL Am FORCE. ' GENERAL Duties BRANCH.—FIt. Lt. J. N. D. Anderson (Lt., R.A.R.O.) is granted a perm. comn. in this rank (May 1)._ The following Pit. Offs. are promoted to the rank of Fig. Off.:— G. R. Montgomery (Feb. 24); R. J. T. Barrett. J.-Cherrill, J. O. H. Lobley, P. B. Rogers, J. R. Stebbing, A. N. I. Worger-Slade (Apr. 12). The following cease to be attached to the R.A.F. on return to Naval duty:—-Lr., R.N., Fir. Lt., R.A.P.—R. A. Peyton (Apr. 15). Lrs., R.N., Fic. Orrs., R.A.F.—A. N. R. Keene (Apr. 14); W. S. Lea (Apr. 15). Lt. R. O. Giles, R.M., Fig. Off., R.A.F., ceases to be at- tached to the R.A.F. on return ‘to duty with the Royal Marines (Apr. 21.) R.A.., account of ill-health (Apr. 19). The S.S. comns. of the following Pit: Offs. on Probation are ter- minated on cessation of duty : —M. H. Ballantyne (Apr. 30); S. H. .Turner (May 7). Sub-Lt. C. D’O. Umfreville, R.N., Fig. Off., R.A.F., relinquishes his temp. comn. on resigning his comn. in the Royal Navy (Apr. 17). Stores BRaNCH.—Flg. Off. R. H. Clay is transferred to the Reserve, Class B (May 1). ““MEpIcAL BRANCH.—The-following Fig. Offs. are promoted to the rank of Fit. Lt.:—R. E. Alderson, M.B., B.S. (May 1); A. R. French, M.R.C.S., L.R.C.P., J. H. Cullinan, M.R.C.S., L.R.C.P., P. J. Nyhan, M.B., B.Ch. (May 2). Fit. Lt. W. Heron, Class D.ii. (May 7). CHAPLAINS BRANCH.—The Rev. A. R. A. Watson is granted a SS. comn. as a Chaplain (Church of England) with the relative rank of Sq. Ldr. (May 1); the Rev. R. H. Horton resigns his S.S. comn. (May }). M.B., B.Ch., is transferred to the Reserve, RESERVE oF AIR FORCE OFFICERS. GENERAL DutTIrs BRANCH.—The following are granted coms. in Class A.A. (ii) as Plt. Offs. on probation:—H. E. Reekie (Apr. 9); J. H. Thompson (Apr. 23). ‘ The following officers are transferred from Class A to Olass C:— Fit. Ut. C. V. Lock (May 4); Fit. Lt. O. J.. F. Jones-Lloyd (July 4, 1929); Fig. Off. J. G. Hay (Apr. 15). The following Fig. Offs. relinquish their comns. on completion of service :—W. A. R. Speight (May 5, 1929); T. N. Stack, A.F.C. (Sept. 21, 1929); S. G. Williams (Dec. 9, 1929); A. B. Cree (Mar. a); G. F. Blackburn (Apr. 23). The following Fle. Offs. relinquish thelr comns. on completion of service, and are permitted to retain their rank:—A. L. Pearce (Apr. ° K. R. Thomas (Apr. 28). AUXILIARY AIR FORCE. GENERAL DvuTIES BRANCH.—NO. 602 (CITY OF GLASGOW) (BOMBER) SeUADRON.—The following Plt. Off. to be Fig. Off.:—J. S. Feather (Jan. 10). No. 605 (CouNTY OF WARWICK) (BOMBER) SQUADRON.—PIlt. Off. S. J. Huins relinquishes his comn. on account of ill-health and is per- mitted to retain his rank (Apr. 17). 15); Appointments. Week ending May 12, 1930. GENERAL DutTIeEs BRANCH.—Group Captain L. A. Pattinson, D.S.O., M.C., D.F.C., to Air Ministry (D.O.S.D.), Director of Orgunisation, 7/5. ~ Wing Commanders R. Oollishaw, D.S.O., O.B.E., D.S.C.,_D.F.C.,° to H.M.S. Courageous whilst’ attending Senior Officers Technical Course, Portsmouth, 5/5. A. R. Arnold, D.S.C., D.F.C., to R.A.F. Depot, on appointment as Deputy The Aeroplane Plt. Off. on Probation G. W. D. Frayling relinquishes his S.S. comn. on 889 FORCE. whilst attending Senior Officers’ Technical Course, Ports- mouth, 5/5. J. H. S. Tyssen, M.C., to R.A.F. Base, Gosport, to;icom- mand, 7/4. C. F. A.- Portal, D.S.O., M.C., to H.Q., Coastal Area, Supernumerary, on completion of special ,;duty in India, 18/4. T. Go Hetherington, C.B.E., to R.A.F. Depot, Uxbridge, on relinquishing appointment as Air Attaché, Washington, 1/4. Squadron Leaders H. Leedham, to Special Duty List, 22/4. T. H. Newton, D.S.C., to R.A.F. M.T. Depot, Shrewsbury, 25/4. A. L. Gregory, M.B.E., M.C., to O.F.S., Wittering, 6/5. L. G. le B. Croke, to R.A.F. Training Base, Leuchars, 3/5. R. Harrison, D.F.C., to No. 17 Saqdn., Upavon, 29/4. Flight. Lieutenants T. A. Warne-Browne, D.S.C., Uxbridge, 25/4. H. F. Bradley, to R.A.F. Depot, Uxbridge, 26/4. F, H. Astle, to No. 1 School of T.T. (Apprentices), Halton, 28/4. L. de V. Chisman, to No. 13 Sqdn., Netheravon, 1/5. M. H. Garnons- Williams, to A. and G. School, Eastchurch, 5/5. S. G. Connolly, to A. and G. School, Eastchurch. 5/5. The Earl of Bandon, to O.F.S., Wittering, 2/5. ©. B. S. Spackman, D.F.C., to No. 111 Sqdn., Horn- church, 11/5. <A. R. Jones, to No. 208 Sqdn., Middle East, 24/4. H. R. F. Baxter, to R.A.F. Depot, Uxbridge, 1/5. D. V. Carnegie, | A.F.C., to R.A.F. Depot, Uxbridge, 2/3. H. G. W. Lock, D.F.O., to No. 12 Sqdn., Andover, 8/4. R. Ivelaw-Chapman, D.F.O., A.F.C., to No. 56 Sqdn., North Weald, 8/4. 8S. J. Smetham, to No. 33 Sqdn., Eastchurch, 1/4. H. J. Adkins, to R.A.F. Depot, Uxbridge, 10/4. G. N. J. Stanley-Turner, to R.A.F. Depot, Uxbridge, 10/4.’ Flying Officers G. J. Ross, to R.A.F. Depot, Uxbridge, 10/4.° O. A. ©. Patton, to R.A.F. Depot, Uxbridge, 10/4. ©. Stephenson, to No. 6 Sqdn., Middle East, 26/4. J. C. B. Tingling, to R.A.F. Depot, Uxbridge, 1/5. J. C. Harcombe, to R.A.F. Depot, Uxbridge, 1/5. J. W. Hutchins, to R-A.F. Base, Calshot, 1/5. G. Lansdowne, ‘D.F.C., to H.Q., A.D.G.B., 1/5. F. L. Kingham, to Coast Defence Co-operation Flight, Eastchurch, 8/5. J. 8S. Phillips, to Station H.Q., Manston, 6/5. H. G. Loch, to No. 1 Sqdn., Tangmere, 5/5. R. K. Hamblin, to E. and. W. School, Cranwell, 28/4. Pilot Officers—The undermentioned Pilot Officers are all posted to No. 3 F.T.S., Grantham, with effect from 26/4:—J. W. P. Armitage, G. V. Barber, R. J. W. Barnett, C. F. Birks, G. A. Bolland, J. A. S. Brown, L. A. Bullard, R. G. E. Catt, R. N. Clarke, L. J. Crosbie, K. B. B. Cross, E. Dawson, A. E. Dobell, G. F. K. Donaldson, R. B. Harrison, H. O. Haughton, P. Haynes, E. J. N. Heaven, G. H. Leftwich, D. L. McAllister, D. W. Morrish, J. G..B. O’Hagan, A. E. B. Trappes- Lomax, L. J. M. White and G. W. Williams. MeEpIcaL BraNcH.—Group Captain J. MacGregor, M.OC., to R.A.F. Depot, Uxbridge, Supernumerary, on transfer to Home Establishment, 20/4. | ; Wing Commander A. S. Glynn, to H.Q., R.A.F., Middle East, for duty as P.M.O., 14/4. Squadron Leader . W. E. more, 5/5. Flight Lieutenant C. P. O'Toole, to R.A.F. Depot, Uxbridge, 23/3. STORES BRANCH.—Wing Commander F. C. Williams, O.B:E., to Air Ministry (D. of E.), for. duty as R.A.F. Representative on the Board of Management, Navy, Army and Air Force Institutes, 22/4. Squadron Leader P. M. Brambleby, to R.A.F. Depot, Uxbridge, 1/4. Flight Lieutenant F. C. Griffin, to No. 2 Stores (Ammunition) Depot, Altrincham, 4/5. Flying Officer N. W. Law, to R.A.F. Depot, Uxbridge, 1/4. Pilot Officers—The undermentioned are all posted to the Home Air- craft Depot, Henlow, with effect from 28/4:—F. OC. Read, W. A. Lee, L. Llewellyn, E. N. Lowe, J. W. C. Revill, G. C. Allen, B. S. Cartmel. ACCOUNTANT BRANCH.—Flight Lieutenant R. G. Dyer, to R.A.F. Depot, Uxbridge, 8/4. Flying Officer G. H. White, to H.q., CHAPLAINS BRANCH.—The Rev. A. R. A. Watson, M.A., W. School, Cranwell, AIR Uxbridge, to R.A.F. Depot, Hodgkins, to H.Q., Inland Area, Stan- ‘Iraq Command, 26/4. to E. and on appointment to a S.S. Commission, 1/5. ADVANCED TRAINING.—A Fighter formation of the Central Flying School,-R.A.F.,. landing at Wittering. The leading machine of the flight is 2 Gamecock and the other two are Siskins. —(‘‘ Aeroplane ’”’ photograph.)

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890 THE HIGHER COMMANDS. The Air Ministry announces the following: appoint- ments :— Air Vice-Marshal Sir John Miles Steel, K.B.E., C.B., C.M:G., now Air Officer Commanding, Wessex Bombing Area, Air Defence of Great Britain, to command the Royal Air Force in India at the end of February 1931, vice Air Marshal Sir William Geoffrey Hanson Salmond, K.C.B., K.C.M.G., D.S.O., on the latter terminating his period of appointment. Air Vice-Marshal Edgar Rainey Ludlow-Hewitt, C.B., C.M.G., D.S.O., M.C., now Commandant of the Royal Air Force Staff College, to be Air Officer Commanding, ‘Iraq Command, in October next, vice Air Vice-Marshal Sir Robert Brooke-Popham, K.C.B., C.M.G., D.S.O., A.F.C., on the latter terminating his three years’ appointment. Air Commodore Philip Bennet Joubert de la Ferté, C.M.G., D.S.O., now Air Officer Commanding, No. 23 Group, Inland Area, to be Commandant of the Royal Air Force Staff Col- lege in September next. | AIR VICE-MARSHAL SIR JOHN STEEL. Air Vice-Marshal Sir John Steel, K.B.E., C.B., C.M.G., was born in India in 1877 and was educated at Stubbington House and in H.M.S. Britannia. He entered the Royal Navy as a Cadet in 1892 and was promoted Sub-Lieutenant in 1898 and Lieutenant in 1900. He served in the South Afri- can War with the Naval Brigade and took part in the Relief of Ladysmith and subsequent operations, for which he was awarded the African General Service Medal. He was wounded in action at Elandslaagte. He also took part in the Gambia River Expedition, for which he was awarded a medal and was mentioned in dispatches. He was pro- moted Commander in 1912 and Captain in 1916. He served with the Grand Fleet in the Battle of Jutland as Second-in-Command of H.M.S. Conqueror and was awarded the Russian Order of St. Stanislas (2nd class with swords) for distinguished services rendered in that action. In 1917 he was appointed to the Royal Naval Air Service and placed in command of the R.N.A.S. Station at East- church. On the formation ot the R.AF. in April 1918 he was given the temporary rank of Brigadier-General ana ap- pointed Group Commander. In “he New Year Honours of 1919 he was awarded the C.B.E. for vaiuable services during the War. He was awarded a C.M.G. in June 1919 for distinguished services during the War. In August 1919 his name was removed from the Navy List on appointment to a permanent commission in the R.A.F. with the rank of Air Commodore. In September 1919 he was appointed Director of Opera- tions and Intelligence at the Air Ministry and in 1922 he ‘was appointed Deputy Chief of the Air Staff. In June 1922 he was made a Companion of the Order of the Bath. From 1923 to 1926 he was an additional member of the Air Council. He was promoted to Air Vice-Marshal in 1925 and in April 1926 he was appointed to command the Wessex Bomb- ing Area, Air Defence of Great Britain. In the King’s Birthday Honours List of 1926 he was appointed a Knight Commander of the Order of the British Empire. AIR VICE-MARSHAL LUDLOW-HEWITT. Air Vice-Marshal E. R. Ludlow-Hewitt, C.B., C.M.G., D.S.O., M.C., was born at Eckington, Worcester, in 1886, and was educated at Radley College, Eastman’s School and at DESERT RATIONS.—A Fairey LILF of No. The Aeroplane May 14, 1939 a eae the Royal Military College, Sandhurst. He was appointed to the Royal Irish Rifles in 1905 and was promoted to Liey- tenant in 1907. He learned to fly at Upavon on a Maurice Farman biplane and was seconded to the Royal Flying Corps in September 1914. In November 1914 he was appointed a Flight Com- mander with the temporary rank of Captain and in Decem- ber 1914 he was promoted Captain Royal Irish Rifles. In March 1915 he went to France, where he joined No. 1 Squad- ron. He took part in some successful bombing raids during the battle of Neuve Chapelle and did valuable reconnais- sance work before and during the fighting at Hill 60. In June 1915 he was appointed Squadron Commander with the temporary rank of Major and in November 1915 he took over command of No. 3 Squadron. While he was with No.1 Squadron he had worked on a new method of calling on the artillery to engage sudden targets known as the Zone Call. When he took over his new command he gave much atten- tion to the perfection of the details of this system, which is fully described in the second volume of War in the Air—the , Official history of the R.A-F. In January 1916 he was awarded the Military Cross for distinguished service in the Field. In February 1916 he was appointed to command the Third (Corps) Wing at Bertangles and was given the temporary rank of Lieutenant-Colonel. In July, 1917, he was awarded the Croix de Chevalier, Legion of Honour (France). At the end of 1917 he was restored to the Home Establish- ment and appointed Inspector of Training and graded as a Brigade Commander. He was made a Companion of the Distinguished Service Order in January 1918 for distin- guished service in the Field. In May 1918 he returned to France to command a Brigade, and was commanding a Brigade at Lille at the time of the ‘Armistice. In June 1919 he was appointed Deputy Director of Train- ing with the acting rank of Colonel. In the King’s Birthday Honours of 1919 he was appointed a Companion of the Order of St. Michael and St. George in recognition of distin- guished services rendered during the War. In August 1919 he resigned his Army Commission on appointment to a permanent commission in the R.A. with the rank of Group Captain. He was mentioned in despatches from France six times. For two years from July 1921 he was Aide-de-Camp to the King. In February 1922 he was appointed Air Secretary to the Secretary of State for Air. In March 1923 he was appointed Commandant of the R.A.F. Staff College and in June 1923 he was promoted Air Commodore. _ He was made a Companion of the Order of the Bath -n the King’s Birthday Honours of 1928. And he was pro- moted Air Vice-Marshal in January 1930. [Perhaps one may be forgiven for recalling here the fact that one of Air Vice-Marshal Ludlow-Hewitt’s peculiarities during the War 1914-18, even when he held high rank, was that-he would-insist on flying any and every type of machine which came under his command. This was not regarded as quite proper by some officers of equal rank. Another habit of his was to go out with dawn patrols, or with bombing raids which started before dawn, just to see what happened to his squadrons and how they reached their objectives. Occasionally pilots found disconcerting messages from him inquiring why they were not where they ought to have been over enemy territory when he happened to pass that way. All of which earned for him the high esteem of the best LL TER INERT LB AA EAL ARR ae Faves Par py GRESV SNS SS i S “Ss 5 SS ¥ FS 1 S SS PS. “ Se ~ = SS BS 45 (Bomber ) Squadron refuelling at Assuan.

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May 14, 1930 é BULLDOG | SINGLE SEATER FIGHTER , constructed throughout of high tensile steel and incorporating the ‘Bristol’ method of steel- strip structure, is the most formidable military single seater fighter in the world at altitudes above 10,000 ft. It is designed and constructed by . THE BRISTOL AEROPLANE CO. LTD., FILTON — BRISTOL. Telephone: Bristol 3906. _ Telegrams: Aviation, Bristol. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The B92 Aeroplane May 14, 1930 war-pilots, and made those of lower quality quite uncomfort- able. His splendid Service record should assure for him success in ‘Iraq, where something like Service conditions still persist.—-c. G. G.] AIR COMMODORE JOUBERT DE LA FERTE. Air Commodore P. B. Joubert de la Ferté, C.M.G., D.S.O., who is one of the pioneers of Service Aviation, was born at Darjeeling, Bengal, in 1887 and was educated at Stanmore, at Harrow and at the R.M.A., Woolwich. He entered the Royal Artillery in 1907 and was promoted to Lieutenant in 1910. He learned to dy in a Bristol biplane at Brooklands one his Royal Aero Club certificate, No. 280, is dated Sept. 3, In March 1913 he was seconded to the Royal Flying Corps and was appointed Flight Commander with the temporary rank of Captain in July 1914. He went to France with No. 3 Squadron, R.F.C., in August 1914, and many references to him during this period of his service are made in Five Years in the R.F.C., by Major J. B. McCudden, V.C., which has recently been re-issued under the title of Flying Fury. He was one of the two pilots who made the first air reconnaissance of the War. On Aug. 19, 1914, he started at 9.30 a.m. alone in a Blériot to reconnoitre Nivelles-Genappe in order to report what Belgian forces were in the neigh- bourhood. He attempted to steer by compass through banks of clouds, and after two hours of wandering about he landed at Tournai. He could hear no news of the Belgian Army, and took off again. He again lost his way, and landed at Courtrai, where he was told that the Headquarters of the Belgian Flying Corps was at Louvain. ‘He eventually got back to Maubeuge late in the afternoon and was able to report occasional trains in the main stations and pickets on the roads to Brussels. He returned to England in October 1914, and at about that time was promoted Captain, R.A. In May 1915 he went back to France as a Squadron Commander with the temporary rank of Major and took part in the Battle of Loos in command of No. 1 Squadron, R.F.C., which was part of the Second Wing. In June 1916 he was appointed to command a Wing of ne R.F.C. in Egypt, with the temporary rank of Lieutenant: Lolonel. In January 1917 he was made a Companion of the ee Service Order for distinguished service in the eld. In February 1917 he returned to England and went through the Wing Commander’s Gunnery Course. He was promoted Major, R.A., in June 1917. In April 1918 he was posted to Italy to command the R.A.F. on the Italian Front. For his services in Italy he was awarded the Italian Order of St. Maurice and St. Lazarus and the Italian Croce di Guerra. In January 1919 he was made a Companion of the Order of St. Michael and St. George for distinguished services rendered during the War. He returned from Italy in March 1919, and in August 1919 he resigned his commission in the Army on appointment to a permanent commission in the R.A.F. with the rank of Wing Commander. He was men- tioned in dispatches from France once, from Egypt once, and from Italy five times. In January 1920 he was posted to the Staff College, Cam- berley, for a twelve months’ course, at the end of which he was appointed an Instructor at the R.A.F. Staff College. He was promoted to Group Captain in June 1922, and in April 1923 he was posted to the Air Ministry as Deputy Director of Personnel. In September 1926 he was appointed Instructor at the Imperial Defence College. On relinquishing this post in December 1929 he was appointed to command No. 23 Group. He was promoted Air Commodore in July, 1929. A Fatal Accident. The Air Ministry regrets to announce that as the result of an accident at Jhelum, India, to a Bristol Fighter machine of No. 20 (Army Co-operation) Sqdn., Peshawar, on May 5, No. 359557, L-AC. Ernest Raymond Charlesworth was killed and Fig Off. John William Hawke, the pilot of the aircraft, was seriously injured. R.A.F. Demonstrations in Indi:a. The Times correspondent in Lahore in a message dated May 9 states :— Royal Air Force machines tock n:rt °™ Wednesday in a demon- Stration over that point of the Mohmand bu.u.. ~*re Badshahay, son of the Haji of Turangzai, has his headquarters. The strong force used for the demonstration was to give him timely warning and to dissuade him from carrying out an attack on British Indian territory. The latest information shows that the Haji and his son have come to the conclusion that it would be most unwise to make an attack and that the Haji has been informed by three of the principal sections of the Lower Muviumands that they are opposed to his plan and that ne must not count on them for support. A Reuter message from Simla on May 9 states :— Forty machines took part in the R.A.F. demonstration, is understood, had a sobering effect on the Mohmand country. The Times correspondent in Peshawar, in a message dated May 12, states :— An aerial demonstration which has been carried out against a small concentration under the eldest son of the Haii of Turangzai in Mohmand territory has had a good moral effect. [Judging by reports from Peshawar this annoying old man is a perfectly good Mecca pilgrim (hence the title Haji) who went over to Mohmand territory: after being bound over to keep the peace some fifteen years ago, and has been a nuisance at intervals ever since.—ED. ] In the House of Commons on May 12, in revly to questions by various members, Mr. Wedgwood Benn, Secretary of . State for India, said that on Saturday, May 10, the Haii of Turangzai and his followers, who some weeks ago had ap- proached within 20 miles of Peshawar, and had constituted a serious menace to public order, had been ‘efinitely warned to depart. They had met this warning by blocking the high road with felled trees. Accordingly a raid on them had been made by aircraft on May 12, the results of which were not yet known. A Reuter message from Peshawar on May 12 states:— An aerial demonstration which has been carried out against a small concentration under the eldest son of the Haji of Turangzai in Mohmand territory has had a good moral effect. Some Mohmands are now hiding in caves. [Whence no doubt they will be driven in due course by our traditional allies in that area.—Eb.] which, it tribesmen of the The Royal Air Force Display. The eleventh Royal Air Force Display will be held at the R.A.F. Station, Hendon, on Saturday, June 28. Last year @ record crowd of 136,000 people attended the Display, and & crowd of 150,000 is the objective of the Committee this year. All the enclosures have been increased in size, the existing stands have been enlarged and new stands erected. All the boxes have already been sold. The price of car tickets for the 10s. enclosure has been increased to 10s., but cars are admitted to the 5s. enclosure for 5s. as before. All tickets except for the 2s. enclosure, for which there is no advanced booking, are now available, and may be had from the Display Secretary, R.A.F. Station, Hendon, or from any R.A.F. Station, or from the Theatre Ticket Agencies. The gates will open at 10.00 hours, and there will be continuous flying from 12.00 hours until 18.00 hours. The Aerobatics Competition. The aerobatics competition between Fighter Squadrons of the R.A.F. to select two pilots representing a squadron to give an exhibition of aerobatics at the R.A.F. Display, W not be held this year. The pilots will be chosen on 4 selective basis. AUXILIARIES.—A formation of Westland Wapitis of No. 600 (City of London) (Bomber) Squadron, Auxiliary Air Force. The accurate formation on machines with which they have only recently been equipped illustrates the high standard of training in the Auxiliary Air Force.

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May 14, 1930 The Aeroplane 893 SOGIETE GENERALE AERONAUTIQUE unites seven of the most important French aircraft factories and produces all types of aircraft and seaplanes, both commercial and military; all types of air-cooled and water-cooled motors, ranging from 60 to 800 hip. C.A.MLS. The most important firm manufacturing seaplanes in France. HANRIOT. School, advanced training and patrol aeroplanes. LORRAINE. All types of engines between 60 and 800 hop. NIEUPORT. Fighting and transport aircraft. AMIOT-S.E.C.M. All metal long range bombing aircralt. LATHAM. Commercial and military seaplanes. Flying Schools. At Bourges and Chalon-sur-Sadne. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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894 The Aeroplane May 14, 1930 Our Legislators. In the House of Commons on May 8, Lieut.-Cmdr. Ken- worthy asked the .President of the Board of Education whether the same facilities as before were to be given for school children to visit the Hendon R.A.F. Display this year. Sir C. Trevelyan replied that no special facilities were pro- vided by the Board of Education, but local education authori- ties might arrange for the attendance of parties of children at the Display. Lieut.-Cmdr. Kenworthy asked whether the President of the Board of Education had seen the programme of the Display this year. Sir C. Trevelyan said that he had not but that he imagined that he would do so in due course. [Lieut.-Cmdr. Kenworthy will be shocked to hear that the Display may include a demonstration of the destruction of a Pirates’ Lair by a Ruthless Air Force.—Eb.] One Against One Hundred and Fifty Thousand. In the House of Commons on May 7 Miss Lee asked the Under-Secretary of State for Air whether it was intended to hold the aerial pageant at Hendon this year as on pre- vious occasions; whether any other pageants besides that at Hendon had been projected; if he would state the pur- pose of aerial pageants and their approximate cost to the nation; and whether he would consider confining the dis- play to civil aviation and excluding all war aircraft from participation in them? . Mr. Montague circulated the following reply in the Official Report :— The answer to the first part of the question is in the affirmative. As regards the second part, no other display of a similar nature to that at Hendon is organised at home by the Royal Air Force, but some Royal Air Force aircraft will be taking part in the civil flying meet- ings referred to in the reply given to my hon. friend the Member for Southwark, Central (Mr. Day), on Mar. 19. As regards the third part, the purposes for which the display at Hendon is held are to provide an annual inspection and review, corresponding in some degree to the reviews of the Navy and Army at Spithead and Alder- shot, as a means of ascertaining the degree of efficiency that is being maintained in the Air Force and as a test of individual and collective skill, to enable the public to see something of the work of the Royal Air Force, and incidentally to raise funds for Air Force charities. No extra cost over and above that of ordinary training, of which the display forms part, is thrown upon public funds; the cost of all special arrangements and facilities for spectators is met out of the receipts. As regards the last part, my Noble Friend sees no reason for thus altering the character of an annual event in which it is evident, from the attendance, that the general public take a very great interest. The Army Senior Officers’ School. The following officers of the R.A.F. have joined the Army Senior Officers’ School at Sheerness for the second of the three courses arranged for 1930:— Wing Cdrs. D. Harries, A.F.C., and J. Sowrey, A.F.C. Promotions of Short Service Officers. A recent Air Ministry Order states that the Air Council has decided to reintroduce, as regards short service officers entered after June 1, 1930, the system of effecting pro- motion to the rank of Flying Officer in accordance with the marks obtained on passing out of Flying Training Schools. The marks will include those awarded for quali- ties as an officer and as a pilot. Short Service officers will accordingly be eligible for promotion (subject to pass- ing the promotion examination and being recommended) as follows:— Eighty per cent, or more marks on completing 18 months’ com- missioned service: 70 per cent. to 79 per cent. marks on completing 19 months’ commissioned service: less than 70 per cent. marks on completing 20 months’ commissioned service. An officer who passes out later than other officers undergoing the same course will not be eligible for promotion until he has com- pleted 21 months’ commissioned service, provided that one who has completed the course, but is unable to take the final examination owing to sickness, may, if recommended by his C.O., be regarded for this purpose as having passed out on the correct date, his marks being assessed by the C.O. on the average of his work throughout the course, An officer who has not passed the promotion examination by the date of completing 18, 19, 20 or 21 months’ commissioned service. as requisite, will normally be promoted with effect from the date of passing the promotion examination. The R. M. Groves Aeronautical Researcl Prize. | The R. M. Groves Aeronautical Research Prize for the year 1929 has been awarded to Fit. Lt. R. L. McK. Barbour, D.F.C., A.F.C., Aeroplane and Armament Experimental Estab- lishment, R.A.F., Martlesham Heath. The R. M. Groves Memorial Prize Essay 1930. The Air Ministry announces that the R. M. Groves Memorial Essay Prizes for 1930 have been awarded to the following officers :— lst Prize.—Wing Cdr. B. E. Smythies, D.F.C. 2nd Prize,—Sq. Ldr. R. P. M. Whitham, M.C. 3rd Prize.—Flt. Lt. F. A. Skoulding. The University Air Squadrons. Correspondence for the Oxford University Air Squadron from June 19 until Aug. 2, 1930, should be addressed c/o Station Headquarters, Manston, Ramsgate, Kent. Correspondence for the Cambridge University Air Squad- ron, from June 16 until July 26, 1930, should be addressed c/o the School of Army Co-operation, Old Sarum, Salisbury, Wilts. Travelling Concessions. In the House of Commons on May 7, in reply to a question by Capt. Balfour, the Under-Secretary of State for Air said that he was aware of the recent Admiralty Fleet Order outlining arrangements arrived at between the Admiralty and the Peninsular and Oriental Steamship Company, whereby return tickets to Malta were issued at a special reduced price of £15 to naval ratings below warrant rank, and the ques- tion of its extension to corresponding Air Force ranks serv- ing in the Fleet Air Arm aircraft-carriers was already under consideration. Extension of Allowances. The school-leaving age for children resident in the City of Bath having been raised to 15 years from Jan. 7, 1930, payment of allowances for children resident in that area will accordingly be continued to the end of the school term in which the age of 15 is reached, subject to the completion by the school authorities of certificates of attendance. Curiouser and Curiouser. A daily paper gossip writer has let himself go at the expense of H.M.S. Glorious. This. ship is alleged to be the most remarkable ship in the Royal Navy. The writer goes on to say :— H.M.S. Glorious is a 27,000-tonner, can steam at over 30 knots, and has a funnel at one side so that submarines cannot tell in which direc- tion she is going. Royal Flying Corps men, marines and sailors form the crew of H.M.S. Glorious, which looks about half as long as Park Lane and in fact is in every way bigger than the Majestic. Up in the crow’s nest are at least forty telephones. Pilots of the aeroplanes she carries are instructed in the art of torpedoing ships. Each machine has a huge torpedo which only starts when it hits the water. All the pilot has to do is to fly straight towards his victim, discharge his torpedo, and then report back. The explanation of the offset funnel is interesting. Early aviators will remember that our first aircraft-carriers had no apparent funnel at all. The result was that pilots ap- proaching to land thought that their ship had turned turtle, and therefore remained aloft, so that several died of starva- tion. Hence the chimney. To put it on one side was but the work of a moment, and at one fell swoop our pilots are saved and our enemies defeated. _ How long is half Park Lane, and who knows how big is the Majestic? If only the writer had indicated the number of pennies placed edge to edge along the curb of Waterloo Road several of his readers would, by rifling the automatic machines in the Union Jack Club, have reached a solution in no time. Considering that the R.F.C. ceased to exist on Mar. 31, 1918, those who regard the Navy as obsolete will be delighted to learn that it maintains thus within itself the relics of another obsolete Service. The huge torpedo which only starts, but is not really alarmed, when it hits the water, and finds its mark although the pilot merely flies towards his victim without aiming at it, indicates a high’ level of nervous and intellectual develop- ment in these curious Naval pets. Modern Foreign Languaes., The following officers and airmen passed the examina- tions in Modern Foreign Languages set in January 1930 at the centres stated :— LONDON. FRENCH.—Preliminary : Fit. Lt. D. L. Blackford, p.s.a., Fit. Lt. A. Harvey, M.B., B.Ch, Flt. Lt. J. G. Walser, M.C., p.s.a., Fig. Off. C. J. Cousins, Plt. Off. W. S. Hebden, No. 340748 Cpl. T. M. Hull. Interpreter (ist Class): Wing Cdr. G. S. M. Insall, V.C., M.C., Pit. Off. E. H. Bellairs. Interpreter (2nd Class): No. 335556 L-AC. H. P. Masse GERMAN.—Preliminary: No. 363129 Cpl. H. V. Evans. SPANISH.—Preliminary: Fit. Lt. F. H. Wakeford. Interpreter (ist Class): Pit. Off. E. H. Bellairs. Interpreter (2nd Class): Sq. Ldr. J. H. O. Jones. MIDDLE EAST. FRENCH.—Preliminary: No. 357067 Cpl. S. R. Davis, No. 353414 L-AC. G. M. Davis, No. 359384 L-AC. F. K. Smith, No. 363330 L-AC. R. D. Roxburgh, No. 362045 L-AC. H. F. Kennedy, No. 363504 L-AC. F. P. Woodcraft, No. 509997 AC.2. C. M. Inglis. SPANISH.—Interpreter (Requalification): Sq. Ldr. C. R. Cox, A.F.C. ,i85 : ARaBIC.—Colloquial: Sq. Ldr. H. W. G. J. Penderel, M.C., Pit. O#. J. E. Beynon, No. 332916 Cpl. J. W. Sladen, Ne. 363109 L-AC. P. K. Hodgson. ‘IRAQ. AraBiIc.—Colloquial: No. 370582 L-AC. C. Kimbrey. Syrrac.—Colloquial: Sq. Ldr. G. S. Reed, O.B.E. FAR EAST. GERMAN.—Preliminary: Fit. Lt. C. G. Wigglesworth, A.F.C. INDIA. British SERVICE OFFIceRS’ Urpu Test.—Flg. Off. J. ©. A. Johnson

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The Aeroplane | | 895 May 14, 1930 a N. ! V\ aS as / D fj ‘ Vicker s “Vespa” ‘Army Co-operation Machines (Bristol Jupiter Engine) supplied to the Bolivian Air Force are operating most successfully from Alto La Paz Aerodrome, which is situated at an altitude of 14,000 feet. Vickers “Vespas” are also being supplied to the Irish Free State Flying Corps. VICKERS (AVIATION) LIMITED ' VICKERS HOUSE, BROADWAY, LONDON, S.W.1. Works: WEYBRIDGE, SURREY. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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a The .Aeroplane renee (7.1.29), Flt. Lt. C. B. R. Pelly (1.4.29), Pit. Of. E. N. V. Everett Taylor (Lancing and Woolwich), 2; D. G. Vaughan-Fowler (Impertal (1.4.29). Service College and Cranwell), 3; T. P. H. du Boulay (Wellington and UrDU QUALIFYING EXAMINATION.—Flg. Off. G. P. Chamberlain Sandhurst), 4. Won by a yard. Time, 2 min. 7 sec. (7.10.29). PRELIMINARY UrpbuU.—Flg. Off. E. C. de. V. Lart (1.7.29). The following awards payable under paras. 418 and 419 of K.R. and A.C.I. may be issued to the officers stated, as laid down in para. 422 :— Wing Cdr. G. S. M. Insall, £38; Sq. Ldr. C. R. Cox, £12 10s.; Sq. Ldr. H. W. G. J. Penderel, £20; Pit. Off. J. E. Beynon, £20; Sq. Ldr. G. S. Reed, £20. The Middle East Dinner. The Annual Dinner of the Royal Air Force, Middle East, Dinner Club, will be held at the Connaught Rooms, Great Queen Street, W.C.2, on June 3, at 19.30 hours for 20.00 hours. Application for tickets (Members 7s. 6d., Members’ Guests 12s. 6d., Non-members and guests 17s. 6d.) should be made to F. D. Berridge, Holtside, Rowledge, Farnham, Surrey. The Triangular Athletic Match. The annual triangular athletic match between the Royal Military Academy (Woolwich), the Royal Military College (Sandhurst), and the Royal Air Force College (Cranwell) was held at the Stadium, Woolwich Common, on May 10, in the presence of the Commandants of the three Colleges and other distinguished spectators and a number of past and present Cadets. Woolwich won the match, with a score of 65 points, for the first time since the R.A.F. College, Cranwell, was included in the contest in 1927. Sandhurst, who have held the shield for three years, were second with 63 points, and Cranwell were third with 61 points. This is by far the closest scor- ing since the beginning of the competition and Cranwell is very much to be congratulated in putting up such a good skow against Woolwich and Sandhurst, both of which have far greater numbers of cadets to draw on. Two new records for the meeting were put up. L. D. Way (Sandhurst) the 100 yards in 9 4-5 seconds, a time which has not been beaten within the Amateur Athletic Association Since 1912, and H. A. V. Hogan (Cranwell) jumped 22 feet 04 inch in the Long Jump. The results in detail were :— High Jump.—J. Sheffield (Lancing and Woolwich), 5 ft. 6 in., 1; H. A. V. Hogan (Malvern and Cranwell) and D. G. Vaughan-Fowler (Imperial Service College and Cranwell), 5 ft. 5 in., equal, 2; R. P. Griffin (Imperial Service College and Woolwich) and S. V. Gilkison (Rugby and Sandhurst), 5 ft. 3 in., equal, 4. 100 Yards.—L. D. Way (Wellington and Sandhurst), 1; T. A. B. Parcelle (Cheltenham and Cranwell), 2; D. B. D. Field ig and Cranwell), 3; W. H. Summers (Hymers and Sandhurst), 4 Won by half a yard. Time, 9 4-5 sec. One Mile.—J. H. Taylor (Lancing and Woolwich), 1; R. H. Bellamy (Sherborne and Sandhurst), 2; K. R. Farquhar (Blundell’s and Wool- wich), 3; S. J. L. Hill (Marlborough and Sandhurst), 4. Won by 3 yards. Time, 4 min. 38 1-5 sec. Putting The Weight.—A. J. S. Watson (Abingdon and Sandhurst), 37 ft. 54 in., 1; P. G. Hobbs (Wellington and Woolwich), 2; Z. A. K. Qizilbash (Government College, Lahore, and Sandhurst), 3; J. A. Crawford (Cheltenham and Woolwich), 4. 440 Yards.—_R. W. Craddock (Charterhouse and Sandhurst), 1; C. H. Stoneley (Blundell’s and Woolwich), 2; T. A. B. Parcelle (Cheltenham and Cranwell), 3; G. C. Reeves (Cranleigh and Woolwich), 4. Won by inches. Time, 51 4-5 sec. Long Jump.—H. A. V. Hogan (Malvern and Cranwell), 22 ft. 04 in., 1; T. H. Hardy (Haileybury and Woolwich), 2; R. E. Nash (Sand- hurst), 3; N. C. Walker (Canford and Cranwell), 4. 120 Yards Hurdles —W. H. Summers (Hymers and Sandhurst), 1; H. A. V. Hogan (Malvern and Cranwell), 2; D. G. Vaughan-Fowler (Imperial Service College and Cranwell), 3; K. R. Farquhar (Blun- dell’s and Woolwich), 4. Two Miles.—J. W. C. More (Haileybury and Cranwell), 1; D. H. Molesworth (Marlborough and Woolwich), 2; G. W. H. Peters (Sher- borne and Sandhurst), 3; J. R. Malet (Wellington and Sandhurst), 4 Won easily. Time, 10 min. 6 2-5 sec. Half-mile-—C. H. Stoneley (Blundell’s and Woolwich), 1; J. H. A number of elaborate contrivances including loud speakers had been arranged on the ground to enable the spectators to follow the results and the scoring. One good serjeant- major with a megaphone would have been a vast improve- ment on the whole lot. It was almost. impossible to hear or see any results from the middle of the stand. One would suggest that if and when this competition is held at the R.A.F. Stadium at Uxbridge, the Woolwich Stadium authori- ties should attend and see what a Stadium ought to be like and how things ought to be done.—c. M. MCA. _THE GLOSTER IV.A. The Times of May 13 states :— The Gloster 4 A seaplane, which was built for the Schneider Trophy race of 1927 but was not flown in the race, has been sold by the Air Ministry without its engine to Mr. Ambherst Villiers, who is interested in devices for super-charging. No statement has been made at present as to the use which is likely to be made of the machine, but as its speed in 1927 was estimated at about 240 miles an hour, it is unlikely that any attempt on the world’s speed record for seaplanes is contemplated. The winner’s speed in the Schneider Trophy race was over 328 miles an hour. A FRENCH NAVAL REVIEW. On May 10 the biggest naval force yet seen at Algiers, the French Naval Division off that station, was reviewed by the President of the French Republic. The first squadron was commanded by Vice-Admiral Durand-Viel, and consisted of 47 ships and three flights of aeroplanes. The second, under Vice-Admiral Ledd, mustered 19 ships and eight flights of aeroplanes. The aeroplanes preceded and escorted the first group in the review. A CHILEAN AIR FORCE. Some few months ago the Chilean Government decided to combine the Air Services of the Army and Navy into one Air Corps. In this Chile has followed the lead of Great Britain, and now comes into line with the system in use in France, Italy, Finland and Lithuania. Where the Chilean system differs from that of any other country is that the new Corps is placed under the Ministry of the Interior, which will thus become concerned with com- batant affairs instead of being concerned only with civil police and other internal administration. Capt. Senor Andrés Sosa has recently been appointed Air Attaché in London. THE VISIT OF THE GRAF ZEPPELIN. In the House of Commons on May 7, in reply to a question by Mr. Day, the Under-Secretary of State for Air said that no protests or complaints had been received by the Air Ministry of the incident in which the Graf Zeppelin passed over the Wembley Stadium during the progress of the Foot- ball Cup Final on April 26. The Airship Construction Com- pany, Friedrichshafen had stated in a telegram of April 25 to the Air Ministry that the Graf Zeppelin would be passing over London between 3 and 4 p.m., but no mention had been made of Wembley. In addition to civilian employes of the Royal Airship Works, Cardington, 100 airmen from Henlow had been detailed to assist in landing the airship. THE AIRSHIP CRUISE. In the House of Commons on May 7, in reply to a ques- tion by Sir A. Pownall, the Under-Secretary of State for Air said that the Secretary of State for Air hoped that a flight in R.100 or R.101 in July next for Members of Parliament cculd be arranged. THE R.C.A.F.—Officers of the Royal Canadian Air Force with their Avro Avians (Genet Major engines). These machines were built by the Ottawa Car Co. Ltd., who hold the Avro manufacturing licence in Canada. They have metal fuselages, Goodyear .A\ir-wheels, and Handley: Page slots as staridard components.

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rer The Aeroplane | a ns ee : : -_ Ss OPTER LANDING RUN | a rae aa ae “ig r ' ae “ a A AIRCRAFT BRAKES The advantages of these unique brakes that are winning such favourable opinions wherever they are tried are not restricted to the obvious ones of reducing the ground run at the beginning or end of a flight. PALMER AIRCRAFT BRAKES are the first to be sufficiently ight to make them indispensable for all types of machine. They are easy to install, easy to operate, easy to maintain in perfect order. Their construction ‘and method’ of action make it impossible for them to seize, even should whee!s or drums have been distorted by shocks. ASK FOR THE PALMER BRAKE BOOK—POST FREE. The Palmer Tyre, Ltd., 100-106, Cannon Street, London, E.C.4. (592) KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. a a ch es Cl as OS Fey e

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898 me | The Aeroplane MAKING THE AIR SAFE FOR CATERPILLARS. [Parachutes for Airmen. By Charles Dixon. 120 pages, 74 in. x 5 in., illustrations and index. Sir Isaac Pitman and Sons. Supplied by THE AEROPLANE Book Dept., Cannon House, Pilgrim Street, E.C.4. 7s. 9d. vost free.) — The parachute is an essentially simple piece of apparatus, which is, perhaps, why Mr. Dixon has been led to pad his book somewhat with material of no compelling interest and rather spoil the general good effect. Nor is such vadding at all necessary, unless the history of the varachute is so meagre as merely to provide a preface which rouses an appe- tite for historical details without going on to satisfy it. In- stead of such glances into the romantic past of the para- chute we are given, in the first chapter, a discussion of the reasons why parachutes are not more generally used, and this psycho-analysis of the average pilot who does not take silk is not half so enlightening as the few sentences which set forth the price of various makes and kinds. Far more to the voint are the following discussions on manual and automatic release, for and against pilot-chutes, various designs of canopy, etc. These go much farther to achieve the apparent aim of the book than do the patently propagandist parts, as they leave an impression that almost any make of parachute is highly dependable. The purely technical vurtion. on care, maintenance and packing, is no doubt valuable, but nut of vital interest unless one has a parachute to vractise on; and in that case there would probably be a book of instructions in the package, so most readers will postpone this chapter. The chapters deal- ing with latest developments, the sensations of the para- chutist, and some stories driving home the necessity for a parachute in (or under or on) every seat, are both fascinat- ing and enlightening. They embody some useful warnings on probable pitfalls, and exnlain certain phenomena in a very clear way. Knowing several of the strong silent men who go up to the sky in ships and come hack to earth in parachutes one had rather gathered that the sensations were indescribable, but Mr. Dixon does it so plausibly as to arouse the dim flicker of an ambition to see whether it really is like that. To one who has always supported parachutes on principle, but has never been supported by one, for reasons connected with shallow purses and cold feet, “ Parachutes for Airmen ” alternately disappoints and interests, with a balance in favour of the latter. The illustrations are copious and good, though: one of the very few inaccuracies one was competent to detect in the book was the description of a pictured D.H.9a as a Moth. Pilots, if any, to whom the parachute is still a holy and rather dreadful mystery, will do well to read the results of Mr. Dixon’s researches. They will undoubtedly think more seriously afterwards of the aerial lifebelt; and the casually interested may develop a more compelling urge to use what is certainly a common-sense precaution and practi- cal life-insurance.—F. D. B. May 14, 1930 BY AIR TO INDO-CHINA. [Flying Gypsies. By Violette de Sibour, The Chronicle of a 10,000-mile air vagabondage. 306 vages, 8 in. x 54 in., and 24 illustrations and 8 maps drawn by Jacques de Sibour. G. B. Putnam’s Sons. Supplied by THE AERO- PLANE Book Devt., Cannon House, Pilgrim Street, E.C.4. lls. post free.) In this book the Vicomtesse de Sibour has told in a lively and entertaining manner the story of her flight with her husband in their Giosy Moth, from England to Indo-China, for a big-game shooting expedition. The dangerous but pic- turesque country over which they flew, the adventures of forced landings, and the varied types of people whose hospi- tality they accepted, are all described in a vivid and unusual Style. That any couple so careless and light-hearted should ever have reached their destination at all seems to be a miracle until in reading the book one realises what a small vart of the journey would have been completed without the continual help of the Royal Air Force, and of air transport companies at the various landing grounds. The book is a mass of irritating mistakes, caused by sheer carelessness in writing and editing, and by confused think- ing. The author writes of the “Cyrus” engine, calls the R.A.F. Unit at Heliopolis “Twenty-seven”? Squadron (which unit is at Kohat), she spells Caproni with a small c, and blazer with a capital B. She refers to the R.A.F. as the “ air-force’”’ and svells Amanullah as Ammamullah. In a desperate attempt to be practical and helpful to other women who may do the same trip she gives a list of her kit describing her clothes as Beige (which is a colour) instead of giving an idea of what material they were made. In spite of all this it is an interesting book, the subject of which could have made it twice as long without being dull.c. M. MCA. INTERNATIONAL RECORDS. The following performances have been homologated .as International Records by the F.A.I.:— CLASS C., Carrying Useful load of 1,000 kgs. (2,200 lbs.)—Duration (France), 18 hrs. 1 min.; Distance in closed circuit (France). 3,309.9 kms. (2,055 miles) By MM. Costes and Codos on Breguet XIX (600 h.p. Hispano-Suiza engine), Feb. 15-16, 1930. Carrying Useful load of 5,000 Kgs. (11,000 /bs.)—Duration (Italy), 1 hr. 31 mins. Carrying Useful load of 7,500 kgs. (16,500 /bs.)—Duration (Italy), 1 hr. 31 mins.; Altitude (Italy), 3,231 m. (10,598 ft.). Carrying Useful load of 10,000 Kgs. (22,000 lbs.) —Duration (Italy), 1 hr. 31 mins.; Altitude (Italy), 3,231 m. (10,598 Ft3). Greatest load carried to 2,000 m. (Italy), 10,000 kgs. All by Cav. Domenico Antonini in Caproni Ca 90 (six 1,000 h.p. Isotta-Fraschini engines), Feb. 22, 1930. TAKING SILK.—Six sieht of the U.S. Air Corps exhibiting nonchalance—and Irwin seat-pack pcrachutes. Note ‘the rip-cord rings in their pockets on the left hip of each pilot. The Irwin is standard in most of the World’s Air Forces and has saved several hundreds of lives.

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May 14, 1930 3 The Aeroplane | : 899 te SSS a POD, SSIVANUENEEEEEAUUAUOQUOUEEEGEOOGQOOONOCUEOREUUEOGOOEOUGOORCUEEEEUCUUU MANA eeueeeecUtUebocesgeeeee UU UOUA deduce a tae tcoetttb QUOCDOVUNGUODEVANUUADSGUTUETAETUATATL GLOSTER The Pioneers of Steel Aircraft © and Variable Pitch Propellers. MATTING ie hx 7 {*) AN AN WH, WY ? "Fi ih pial sar | GLOSTER S.S.19. SINGLE-SEATER FIGHTER IN METAL. For performance, fighting view and manazuvrability, tt ts wmpossible to find a machine to equal the Gloster All-Metal Single-Seater Fighter. Its construction has been described as an engineering triumph. Ease of maintenance tn the field, and interchangeability of parts are other special features. | GLOSTER AIRCRAFT CO, LTD. GLOSTER WORKS anp AERODROME, HUCCLECOTE, Gros. THE STREL WING o., Ltd. ‘ ee ee ee ae a Pa SS I I I EO ea DI a SSE TEE POL EGE eR, TNUOUUUU UUM nce Ad bobabacl Ay LA tater tt lili lle ES alti Ach cla ah Ada raed ck st hha alan td Ak rd ae lees cca cach Palate ath , = aa STUNAUNANTAGURLNUENASDELVONAANSUUGOSUTGOGOLESULHOQSGENSNGUGOOOUDUUEDEDGOYOOSTESOOUAADGEUOUOOUORDSCHOUNCGOUGDOEAOUCYEOUEUAUNTAEUARAEOALEUAGOCAOELUORUUSOL TUGQNUEDEGUOOUTADEAUOQOONGOUGSYEONSAGUCGEDEUAOUEQOUODEENEGSANNOEGOQUNOGOUADNUSOEUENUULENETODAUADGNOGHUTI KINDLY MENTION “THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane May 14, 1930 AIRSHIP VERSUS AEROPLANE. A debate on the rival merits of the Airship and the Aero- plane was held by the Aviation Group of the Forum Club recently. The principal speakers were Commander Sir C. Dennistoun Burney (Airships), and Mr. F. Handley Page (Aeroplanes). The Hon. Mrs. Forbes Sempill was in the Chair. Introducing the speakers Mrs. Sempill said that they were both famous experts in the world of aeronautics and if the debate between them had been open to the public, the Forum Club would not have been large enough to hold all those who would have wished to attend. Mr. Handley Page was one of the greatest authorities on what was termed heavier- than-air craft and Commander Burney was a very distin- guished naval officer who had latterly become a politician. He was the inventor of the paravane which, during the War had saved hundreds of thousands of tons of shipping. Since then he had become the great protagonist of airships. Mr. Handley Page was one of the pillars of the British Aircraft Industry. He was the President of the Society of British Aircraft Constructors and the inventor of the slotted wing which bore his name and had added to the safety of flying. Two distinguished members of the audience were Mr. R. N. Chawla and his engineer who had just flown from India to England. They had proved that skill and en- durance were qualities of Indian pilots but the speaker pointed out that one swallow did not make a summer. COMMANDER SIR DENISTOUN BURNEY, Who opened the Debate, said that he was not a protagonist of airships because he admired their shape or because he liked their size. The fundamental consideration of air transport was Imperial! communications. Abvut suv years ayu this island had begun to assume world importance. Babylon, Egypt. Rome and Great Britain were the only four great Empires over hundreds of years. [What about the Spanish Empire, and the Moorish Empire, and Genghiz Khan’s Empire, and the Great Moghul Empire and the Chinese Empire and the Russian Empire?—c. oc. Gc.) Two things had transferred the power from one Empire to another, the transport of goods by water, which only cost 1/40th of the cost of transporting goods by land, and the importation of an invention from China known as the Mariners’ Compass which had given the world for the first time the ability to traverse the seas out of sight of land. These had led to the discovery of the Americas. Great Britain had become the centre of the World not because of any intelligence of its people but because these discoveries had made it the geographical centre of the world. There had been a stream of merchant traders and venturers who set forth without Government interference. We had brought peace and prosperity to India, civilisation to Africa, and we had been to Canada. The great wealth arising in America had resulted in an economic capacity which was developing a market of continental dimensions which made it im- possible for us to compete with them. Our market was our Empire which was separated in bits all over the world. If we were to develop an economic and political entity we must draw the Empire together. No part of the British Empire was more than 400 miles away in railway cost. We must have some vehicle to cover the huge distances. The nearest point of the Empire was 1,500 miles away. The com- mercial range of a seaplane which was only 1,250 miles could not reach out to the Americas. The land aeroplanc was a sorrier picture. With a range of 1,400 miles it had a pay load of about 4 tons. Within the next five years the airship with a range of 5,000 to 7,000 miles and a speed of 90 m.p.h. would carry a pay load of from 30 to 50 tons. The airship was the only vehicle which could give the country to-day what the mariners’ compass had given it in the past. It was the only vehicle which could stretch out to the Americas, and give a daily service from this country to every Dominion. The heavier-than-aircraft could do great service but it was the airship that would link the focal points of any air transport service. The economic speed limit of the airship was 100 m.p.h. but the economic limit of the flying-boat was 150 m.p.h. There was no great future for aeroplanes. They must be small, say 20 tons, and at this size were bound to give violent movement to passengers and make them airsick. His wife was only one of those who thought that one hour's seasickness in a Channel boat was better than 24 hours’ air: sickness in one of Mr. Handley Page’s aeroplanes. Mr. F. HANDLEY PaGE said that he was the representative of an In. dustry for which there was apparently little hope. Commander Burney had drawn every kind of red herring across the track except airships versus aeroplanes. His historical references had been interesting but he had forgotten the Chinese Empires, the Indian Empires and the Empire in Leicester Square. According to Commander Burney this country was the centre of the world which was moving towards the North Pole. The problem of to-day was of maintaining communications and not of transporting crowds. The airship was not the only thing Which could do 1,500 miles non-stop. The airship had an optimistic speed of 70 m.p.h. The aeroplane was a real vehicle of transport when you were faced with a need for speed. He then quoted a number of extracts from Commander Burney’s book which gave a very pessimistic outlook for airships. Mr. Handley Page said that the country needed a period of economy and the question arose whether we were going to spend money on proved vehicles which had flown to all the Dominions and to America several times or whether we were going to spend it on experimental vehicles. The R.100 flying at 90 m.p.h. could carry no pay-load and the R.101 would not lift off the ground with full fuel or pay-load. Airships had been convicted out of the mouths of their own supporters. The aeroplane had £300,000 a year subsidy for a thing which was actually in being but the airship had cost two million pounds in the past two years for something which was still experimental. Unless you could show a maximum speed of 120 m.p.h. you were up against adverse meteorological conditions. In these days of International friendship we needed an aerodrome in every country. We did not want to float about the clouds like an airship but to get down on the ground and make friends. COMMANDER BurRNEY Said that he was not surprised at Mr. Handley Page's speech, which showed the usual lack of concentration notice- able in exponents of aeroplanes. The 1,500 miles to which he had referred was the minimum not the maximum. Mr. Handley Page had called him a politician but had poached on the politician’s pre- serves by selecting passages from a book without quoting the context. There was a reply to each passage a few pages further on. Airships had no market, but Mr. Handley Page having something to sell could leave out the defects of his goods. The short range of aeroplanes forced them to land in foreign territory. He believed that the great Air Mail to India now went as far as Athens by train (laughter). The problem was how to reach the Americas and the Dominions. An airship with a cruising speed of 90 m.p.h. and a range of 5,000 miles was faster than an aeroplane with a cruising speed of 120 m.p.h. and a range of 1,250 miles. Aeroplanes had such short range that Mr. Handley Page had never studied meteorology. Storms only covered a certain area and if you had the necessary range you could go to the right side of the storm and take advantage of it. The Airship Development Staff had for several years been plotting an imaginary airship crossing the Atlantic at 85 m.p.h. and in no case had it failed to cross. It was a confusion of thought that imagined that short range and high speed was a faster method of transport than long range and low speed. Air traffic to India was practically non-existent and there were only about five passengers a week on the Indian air route. He hoped Mr. Handley Page would afford a guinea and buy his book and read it all. Mr. R. N. CHawta said that no words could express the gratitude that he and his companion felt at the reception they had received in this country. They had greatly enjoyed the Discussion although they were not qualified to discuss the problem of lighter-than-air versus heavier than-air craft because they only knew one ‘plane, the Gipsy-Moth. All the way from India they had seen the slot sticking out and they had been surprised not to have seen every push-bike fitted with slots in England (laughter). Their experiences had been very ordinary and they had always managed to find a field for forced landings. Lorp RusseLL (Under-Secretary of State for India) said that the India Office were proud of Mr. Chawla and his companion on their achievement, which was being recognised by the Government of India. Mr. F. L. G. BertRAM (Deputy Director of Civil Aviation), said that neither aeroplane nor airship could live without fuel. At present it was possible to re-fuel on the route to Australia but not on the route to Canada. Both kinds of aircraft had their own functions. Lreut.-CoL. H. W. S. Outram (Director of Aeronautical Inspection) said that the worst of inspecting airships was that they took so long to build that the inspectors developed an affection for them and would not pass them out (laughter). There was no reason to believe that there would be any difficulty in inspecting them for mainten- ance. Airships were very comfortable for passengers. He personally was always sick in the cabin of an aeroplane and if he sat with the pilot there was very little room for the pilot. The aeroplane was very little ahead in speed. Only last year he had been travelling in an ‘‘air-liner’’ and motor-cars had passed them on the road beneath. The commercialities were bound up in the ultimate life of the craft and although lots of aeroplanes were coming up for the seventh and eighth time for the renewal of their licences, there was no knowledge of the life of airships. AIR VICE-MARSHAL SIR VYELL Vyvyan (Government representative on the Board of Imperial Airways) said that the airship was the most comfortable form of travelling in the world. It would undoubtedly be the way of crossing the Atlantic in the future. But a tremendous amount of money would have to be spent and we should not get it back for years. He thought that this country ought to sit tight on airships and let America and Germany go ahead for the present. The air mail to India only went to Cologne by train and not to Athens. Air lines were up against political trouble which did not affect mer- chant ships which could put into any port in any part of the world. The last two Indian mails had arrived punctually. Peace was the same as war in that if your communications were better than the enemy’s. you had him cold. Communications were the life blood of commerce. He could not help thinking that if India were part of France or Germany there would have been a regular air line there seven years ago. The air line to India would be a com- mercial proposition as soon aS there was a daily service there be cause there would be practically no increase in the cost of the ground organisation. Sir ALAN CosHaAM Said that airships showed great possibilities for the future. Transport had never been a commercial proposition but always a development proposition. CapTaIN MarRotp Batrour asked what had been the successes of alr- ships? One of their chief disadvantages was that you could not land when you wanted to. As for comfort, with thousands of cubic feet of gas most people would hesitate to light a cigarette. Mr. Hanbtey Pace said that the airship exponents were enveloped in a haze of meteorology and astronomy. Apparently they did not want to arrive at a place but to go round and round it. In that case why not have an auto-giro. He had stood next to a gasometer and he had also been near a lot of storage petrol tanks and he had no wish to fly with both at the same time. Of course there was helium but with helium you lost a lot of the Hft. Of course you could always put another bit in the middle of the airship (laughter). The shortest way to America was through the British Empire and he hoped the first regular service would be promoted by this country whether it was by airship or aeroplane. CoLONEL THE MASTER OF SEMPILL thanked the speakers for a discus sion which he said had been educational and in a palatable form. He coneratulated the Aviation Group of the Forum Club for getting two such distinguished exponents of airships and aeroplanes to speak. By some omission there was no vote of thanks proposed for the very charming and efficient “ Chairman.’—c. M. MCA.

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: 902 The Aeroplane . May 14, 1930 7“ your journcy | trouble free The C79 Machine, with device for starting the rotor blades. The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall. It can ascend and descend in a small area. > For further particulars apply to: NZ ee ee THE ANGLO + -PE era AN “OIL ‘CO. 11D ‘| CIERVA AUTOGIRO COMPANY Ltd. British Petroleum Co, per eir ie aa Moorgate, E.C.2 BUSH HOUSE, LONDON, W.C. >. Telephone; Temple Bar 2567. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 14, 1930 THE LIGHT THE PARNHAM RALLY. The Air Rally, organised by Miss Sicele O’Brien and Mr. L. G. Bentall, at the Parnham Country Club, Beamin- ster, Dorset, on Saturday last, was, from a spectacular point of view, very disappointing, but, on the other hand, the social side of the gathering was a complete success. A temporary aerodrome had been prepared on Toller Down, two miles from the Club. Parnham is the property of the son, now at Eton, of the late W. B. R. Moorhouse, who was the first officer of the R.F.C. to be awarded the Victoria Cross. The first arrivals were Cavt. Symondson, M.C:, in his Gipsy-Moth AARU, followed by Sir Sefton Brancker in an N.F.S. Hermes-Desoutter AAPS. The official proceedings opened at 12.30 hrs. precisely, when Mr. A. C. M. Jackaman, in his Coupé Moth, dived across the finishing line to win the arrival competition, followed one second later by Mr. and Mrs. J. W. T. Chalmers’s Gipsy-Moth. ‘Flt. Lt. Rose was third. During the following hour machines arrived at irregular intervals, until eighteen were lined up. This total was com- posed of ten common or garden Gipsy-Moths, one Coupé Moth (Bathroom tint), one Cirrus-Moth, one Gipsy-Blue- bird, one Westland Widgeon, one Hermes-Desoutter, one Junkers Junior (Genet), and two Salmson-Klemms. At 13.15 hrs. the centre of the social whirl was removed to the Great Hall of Parnham Manor, for lunch. After lunch Sir Sefton Brancker, in a short speech, pointed out the difficulty of fostering air-mindedness in Great Britain. It was, he said, much easier to demonstrate the advantages of air-travel over large continents, such as Africa or the United States, where it is possible to cover great distances by air. Nevertheless, he was of the opinion that British pilots led the World in sporting events, and that this will do much to promote the right spirit. At. 14.45 hrs. an attempt was made to resume the aerial programme, but unfortunately rain, which had threatened during the morning, had now blotted out the landscape. Anway, Mr. J. Hunter’s Klemm appeared over the golf links adjoining Parnham Manor, to give a demonstration of slow flying to the large crowd of hedge-ticket holders assembled -thereon. This demonstration was marred from a spec- tacular point of view because the nilot was obliged to aviate at a respectable height to avoid the numerous tall trees which surround the estate, coupled with bad visibility. The next item was a display of aerobatics by Flt. Lt..T. Rose, with a Gipsy-Moth. He delighted the assembly with a game of hide-and-seek among the trees. The bombing competition was delayed by the mysterious disappearance of the “bombs,” but the programme pro- ceeded with a polished display of aerobatics by Capt. Symondson in his Gipsy-Moth, and a very pleasing demon- stration of the Westland Widgeon by Capt. Brunton. At this point the “ bombs” were found, but it was decided ee ee ee mer —— , EF mov hoe ™ Zia oe goed V4 ee eee cat 1 % ie ow . ater SRaDwadea wh de Be Tonnes Bs a y J 4 . ‘ . ts iS AND THE FLYING CLUBS. : f § Sf : ‘od eS be The Aeroplane - AEROPLANE not to hold a serious competition, but merely to give a demonstration. The “bombs,” by the way, had to be con- Siderably modified before use, as, in their original form, they were composed of eight pounds of flour, tightly bound in strong paper bags, and were to be released at a height of not less than 200 ft., the objective being a Fordson tractor. Owing to the tractor driver not being supplied with a tin hat the pilots concerned objected, quite rightly, to run- ning the risk of a trial for first degree murder. Capt. Symondson and Flt. Lt. Rose each released three bombs, but no direct hits were achieved, although Flt. Lt. Rose scored an “outer.” The outdoor activity then ceased, but there were sounds of revelry by night at the Manor until a late hour. The visiting pilots included Capt. Symondson, M.C., Cant. C. D. Barnard, Fit. Lt. T. Rose, Capt. Brunton, Mr A. C. M. Jackaman, Mrs. Cleaver, Mr. G. Linnell, Mr. J. W. T. Chalmers, Mr. Rogers, Mr. Clarke, Mr. P. Tyzack, Mr. C. B. Hunter, Mr. K. Whittome, Mr. W. W. Straight, Mr. J. L. Shand, and Mr. J.C. Watson. There was also present a notable gathering of West Country Society, including Mrs. Moorhouse, who presented the prizes.—a. H. L. AN INSPIRATION FROM NOKWICH. The notoriously lively spirit of the Norfolk and Norwich Aero Club has burst out in a fresh place, and offers to include the licensed members of other clubs in the fruits of its inspiration. On Saturday, May 24, an Aerial Cross-Country Observa- tion Competition will be held at Norwich, and licensed pilot-members of other clubs are invited to take part for a fee of three shillings and sixpence, which includes member- ship of the Norwich Club for the day. Competitors will receive a.map on which six landmarks are marked by circles. Their task is to find each landmark, drop a message bag as near as possible, both to it and to the zero hour for. that particular mark, and describe each one after finishing the course Flying below 300 ft. will not be allowed, and zero hours will be determined by calcu- lating on an average speed over the course of 60 m.p.h. The first prize will be a cup, the second a tankard en- graved with the Club crest, and another prize has been put up by Mr. J. Rossi for the Norwich Club member who makes the best showing. “B’”’. licence pilots and Norwich Club members will be handicapped. ' This is a sporting proposition of the finest water and has elements of practical airmanship in it which are not often found in aerial competitions. The Norfolk and Norwich Club had rather bad weather during April, which held up progress in instruction and solo flying. The monthly Flying and Landing competitions for the Alexander Duckham Challenge Cups had twice to be Pescpouet: But the spirit of the Club does not seem to be roken. AT PARNHAM.—Mr. Jackaman’s Couvé Moth (Gipsy) and some of the soaked spectators.

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904. A GOOD DAY AT SHERBURN The Yorkshire Aeroplane Club, now one of the National Flying Services’ chain, celebrated its fifth year of activity by a successful meeting at Sherburn-in-Elmet on Saturday, May 10. The meeting was better favoured with weather than most of the other flying events have been this season, and a crowd estimated at about 20,000 »eople attended. The feature of the day was the race for private owners over a triangular 30-mile course, and the handicapping was really good. All entrants but one flew Gipsy Moths,—the exception was Miss Winifred Brown, of Manchester, who flew her Cirrus-Avian. She was given the maximum allow- ance of 2 min. 42 sec., and nearly won the race. After holding a lead for two laps, Miss Brown was overtaken by Mr. Ivor W. H. Thomson, of York, whose average speed was 101 m.v.h. He flew Mr. G. Mallinson’s Moth. Lady Bailey, who had flown up to the meeting, and subsequently flew back to London, took third place after averaging 98 m.v.h. over the course. Messrs. G. Ambler, of Bradford, and A. C. Pollock, of Huddersfield, were the other competitors. ; Mr. R. R. Bentley, flying the Shell-Mex Hermes-Moth, G-AAIM, won the balloon-bursting competition. The All- Forms-of-Transport race, after the usual amateurish and undignified struggle with vehicles and quadruveds of uni- formly low safety-factor, was won by Mr. Thomson. ' Flt.-Lt. H. M. Schofield gave his now well-known display of aerobatics in a Desoutter monoplane, and proved that _ its undoubted comfort is combined with an ease of control which allows the pilot to be quite uncomfortable if he wants to. And Mr. Bentley, who is developing a decided leaning to crazy-flying, leaned ostentatiously against nothing all over the countryside to the great delight of all specta- tors who were not underneath him. -Mr. John Tranum has got into his stride again. After being prevented from making his parachute descent on two or three occasions recently he bailed out of a Moth in satisfactory style at Sherburn and landed, as usual, right side up and ready for tea. The Comper Swift, piloted by Mr. L. S. Snaith, was a. feature of particular interest to those present.—F. D. B. READY FOR DOINGS AT BROOKLANDS. The Brooklands School of Flying has its preparations well under way for its Pageant on May 17, when the Brooklands Aero Club will be ovened officially. All private owners have been invited by card, and the man- agement has requested an answer from those who wish to attend, with the approximate time they expect to arrive. Visitors are urged, moreover, to come before 2 p.m. so that the programme may be run off on time, and without the anxiety attendant on unannounced arrivals when the air is full of machines whose pilots have their attention occupied by exigencies of the display. These displays are excellent for aviation—if nothing untoward occurs. The paying crowd, which helps to make them possible, are entitled to be given a show, and this is not possible unless pilots have the run of the air during their turns. The programme is one of the most varied and ambitious of the season so far, and includes such pilots as Fit. Lt.. T. Rose, Lt.-Col. G. L. Henderson, Messrs. Sidney St. Barbe, Dudley Watt, H. S. Broad, G. Lowdell, E. A. Jones, S. A. Thorn, and Clark. The different types of aeroplane present will include, besides the usual povular light aeroplanes, the Cemper Swift, the Southern Martlet, the Autogiro, the D.W.2 Trainer, the Junkers Junior, the Klemm and the Hawker ’ Hornet. The Aeroplane May 14, 1930 r= PAE et a ¢, af ar 5 mh g nes tee eS 4° Ase ia ak AT SHERBURN.—Lt.-Col. Ivo A. Edwards, Lady Eailey, Lord Brotherton of Wakefield, President of the York- shire Club, and Mr. W. K. Gill, Chairman. THE AGA KHAN’S PRIZE. Two young men of Asiatic ancestry and adventurous tem- per landed in quick succession at Karachi during the past week-end. First, on Saturday afternoon, May 10, at 13.00 hours, came Mr. Man Mohan Singh, a student of Bristol University, who had started on Avr. 8 to win the Aga Khan’s prize for the first solo flight between England and India by an Indian. On Sunday, May 11, at 15.30 hours, Mr. “ Engineer ” landed, and as his flight took him less than the prescribed maximum time of four weeks he would avpear to have won the Aga Khan’s £500. Mr. Singh’s third attempt for the prize was nearly as re- plete with adventures as his vrevious two, and he landed some forty miles from Karachi on Friday owing to shortage of petrol. His vicissitudes did not end with the arrival], as he was immediately garlanded by local notables, and threats of formal addresses of welcome seem likely to materialise. Mr. “ Engineer’s ” flight was, by contrast, uneventful. His one unpremeditated landing was in the Arabian Desert, where he lost his way and his oil pressure within a few minutes. On landing he found the air pressure in one of his tyres also non-existent, but after sleeping under the machine for a night he stuffed the tyres with clothes and continued. Mr. Jehangir R. D. Tata arrived at Croydon aerodrome at 12.16 hours on Monday, May 12,—less than a day too late to win the Aga Khan's prize, which is for the first flight and not for the fastest, although a time limit of four weeks was imposed. A WARNING ABOUT BRISTOL On Saturday, May 31, the Bristol Municipal Airport will ‘be opened officially with a Pageant under the auspices of the Bristol and Wessex Aeroplane Club. The Club will be assisted by the R.A.F. with a display on Service machines. The organisers. of the Bristol Meeting have recognised A WORK OF SUPEREROGATION.—Trhe Comper Swift, which was flown at the Sherburn meeting. by. Mr. L. S. Snaith, surrounded by St. John’s Ambulance men, whose ‘professional services were not in demand.

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May 14,1930 | | The Aeroplane . 405: me oe 1 : Soe ee Ree ___ IMPERIAL AND INTERNATIONAL COMMUNICATIONS LIMITED we Teg Pen Te FART gE Ar ngs ea ceaneiiat | & er tera 3 woe pret St tg Se gS v ‘* A ae es we ys ~ “Sonne OF : ; Creve "ga 34 CAPETOWN 34° 20 00 LCO TECALEMIT LN ° THERE 18 NOTHING TO COMPARE WITH YOUR LUBRICATION 1S SPECIFIED WHERE NOTHING BUT THE BEST IS REQUIRED SIMPLE AND CLEAN METHOD OF LUBRICATION AS FITTED THROUGHOUT AND ON THIS FLIGHT tHElouertnng—le any The Duchess of Bedford’s Bristol- Jupiter-Fokker monoplane “The | Spider,” was equipped with | SATISFACTION = BARNARD ® Tecalemit Lubrication for its flight ne ee noes RETLINS EHOULO BE HANDED I AT OWE OF THE COMPARTS OFFICER of 18,500 miles from Lympne mee : ene AerodrometoCapeT ownand back. _ AND” OTHERS HAS ALWAYS GIVEN COMPLETE seeg te aie The Fest ae ef thin Teegram corteng te folewing persrutare ip the cree named :-~ a Lerters und Warntnr U? Menen ge, Cigna adrved on6 GRgra) a TEcCALEMIT LTD., MITRE HOUSE, SCRUBBS LANE, ‘WILLESDEN, N.W.10 Lubrication Experts TELEPHONE: WILLESDEN 5961 | TELEGRAMS: “TECALEMIT, LONDON ™ FOLDING & SLIDING DOORS for the Modern Aeroplane Hangar _ @ The increasing size of modern air- Guo Mer ate e nite le i ia a ON Sa all Re re craft Decessitates Hangar openings pot , | 4 less than 100 ft. in width and from 20 feet to 30 fect in height—large entrances which clearly demand Esavian Folding and Sliding Doors. Esavian Doors have been fitted to Government Acrodrome Hangars all over the country, covering in all over Ten Miles of openings. varying in height up to 32 feet and in length up to 100 feet. Even larger sizes can be erected if re- quired. = _ Se Sewnas, coh Sd + 2 No matter what size, these doors can be casily opened or closed by one man sn a minute or two, even in wind or storm, by means of the special Esavian Winding Gear. : OTE orn SCRE PLT ne Sa apt : i F ; RR ioe = . ‘> *} ~ i ASS g.% ‘* oo hae, . Ses ae 4 * ~ :¥ ‘ SES yee at th nt A nn Se IY Sei RAE! ee a SRSSiors . 4 Ata ieee Hilt Nes ne | Hi ; ss pe Ls , - 34 QELS GF BST 2 wey :: roe. oo ait ‘ ‘ . 4 2 "ss . : es HR RS oe 4 y “SA Ra a . Are Late ee : CT rie nara ~— 7 cee 2 3 . A che! aap ine tao SS > ~ - | SNe ee ;) ‘Specially strong Purpose Made Fittings i ase Si = ARES MED attached to Sliding Uprights (patented) | 8. owes atures atemntus Mena eR ys ee 7 hy carry the weight and run on a strong ees [esa ae ecety wane eee Eiri, waeatnte Lore eee ae “ planiketee RN: PnAi tiinna ag) OERUN sige rcs re eee pepe, NASA na 5d Se rail set in concrete. Esavian Door:, 32 {t. high and 70 fe. long, fitted at Henlow Aerodiome. Further particulars and detail prints will be glad:y supplied you on application. E. S. A., Esavian House, 171-181, High Holborn, London, W.C.1.. *Phone: Ho!born 9116. 0 I KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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906 The Aeroplane May 14, 1930 the growing danger of “more or less” control of air traffic on these occasions, when really big gatherings of aircraft are expected. The regulations and instructions to visiting pilots are already issued and are printed hereunder, as well worthy of attention in the interest of the general safety. Competitors must be at the airport by midday on Friday, May 30, and they will be furnished with full information and instructions. Visiting pilots, which means those who will not arrive at Bristol until the day of the Pageant, are asked to acquaint themselves with the aerodrome rules for that day. . Safety can only be ensured by adherence to the rules issued, and then only if all pilots conform to them. As the best system can only be evolved by exveriment it is in the interest of all who travel by air to aid and abet the efforts of the Bristol Club to be wise in time, before the sky becomes dangerously crowded. We of THE AEROPLANE will co-operate to the best of our ability with the promoters and managers of the meeting. If any aviator offends against the regulations the fullest possible publicity will be given to his or her offence, so that, the entries of such pilloried offenders may be refused at future meetings, and so that employers of pilots may be warned against employing people whose flying is a danger to the public and a menace to the popularising of aviation. The regulations read as follows :— INSTRUCTIONS TO VISITING PILOTS. 1. It’ is essential that visiting pilots arrive at the Airport before 2 p.m. After this time arrivals will seriously interfere with the Flying Programme. 2. The greatest care should be taken when approaching on arrival, as from 10 a.m. onwards heats of races, joy-riding and exhibition flights, etc., will be in progress. REPORTING. 3. Immediately on landing each pilot must report to the Flying Control Tent, situated at the Eastern side of the Aerodrome, where he will receive instructions re parking, etc. Throughout the day no pilot will be allowed to take off without the ‘permission of the Flying Control official. GENERAL. Left hand circuits must be rigidly observed. No unauthorised stunting will be permitted. Flying gaps will be arranged so that approach to the aerodrome is possible from any direction without flying over an enclosure. Pilots are particularly requested not to land or take off across wind. In the event of there being no wind the direction of landing will b2 indicated by a T. Note.—Competitors are reminded that arrive by midday Friday. All Competitors and Visitors by Air will be under the Control of the Promoters. The Bristol Municipal Airport is the property of the Cor- poration and is controlled by the Airport Committee of the Council. The Management Committee also includes repre- sentatives from the Bristol and Wessex Aeroplane Club, whose permanent staff act at-aerodrome Officials. The Corporation purchased and prepared the land, pro- vided necessary facilities, and are the proprietors of the ‘airport. Showrooms, aerodrome facilities and privileges ‘are. available for rent to private companies who wish to conduct sales, operation or taxi-services from the aerodrome, and adjoining land has been reserved for potential expan- sion of aircraft manufacturing, etc., for which Bristol, with its convenient Bristol and Avonmouth Ocean Docks, seems especially suitable. , The Bristol and Wessex Club provides flying tuition and the usual club services, and their preparations for the event on. May 31 speaks well for the soundness of their organisa- tion. By early application to the Manager, Bristol Airvort, in- tending visitors may book accommodation for Friday and Saturday nights at reduced rates. it is essential for them to B ant cRnrr- er ane ee ut 4| =e ‘THE LATEST W = es 5 “OR” os ATER-FLIER.—The Puss-Moth (Moth I SPOON-FEEDING AN INDUSTRY. The French Air Ministry has decided to organise a light aeroplane competition to be known as the Concours Tech- nique National d’Avions de Tourisme. This contest will be held in October, 1930, and the total prize list will amount to 2,000,000 francs (approximately £16,000). . This competition together with the proposed Government Subsidy of 5,000,000 francs (approximately £40,000) for vn- vate owners of light aircraft, the conditions of which have been published in the Journal O/ficiel and were also given in THE AEROPLANE for Apr. 23, and the vrovision of a prize list amounting to 200,000 francs (approximately £1,600) for the French competitors in the Challenge Internationale de Tourisme, revresents the effort of M. Laurent-Eynac, the French Air Minister, to encourage the production of light aeroplanes and the development of “air-mindedness” in France. Hitherto the French Industry has not considered the pro- duction of light aircraft in quantity worth while without an apparent clientele, and this clientele has not developed be- cause of a lack of suitable economical touring aircraft. There will be interest in seeing whether an aerovlane de- signed and built to beat the rules of a competition will pro- vide the best facilities for the budding French private owner. TO OUR GERMAN FRIENDS. The following letter is from one of those who enjoyed the Heston Easter Tour :— Sir—I should be glad if you would allow me to make public acknowledgment of two pleasing acts of courtesy that befell me after a forced landing in my Klemm- Siemens during the recent Heston tour. The landing was necessitated by the sudden stripping of teeth from a pinion mounted on the crank-shaft and driving | the two magnetos. Thanks to the remarkable gliding angle . of the Klemm, and to the skill of Dr. E. D. Whitehead- Reid, who was my companion on this occasion, the landing was carried out in difficult country without the slightest damage, but it was obvious that we could not vroceed. On hearing this, however, Herr Klemm immediately sent a second machine to meet us at Vienna (where we arrived by train next day) and this machine was placed at our disposal, free of charge, for the homeward journey, with the result that we arrived with the rest of the party. My own machine, equipped with a brand-new engine, also sup- plied without charge, followed a week later. To add to this I received an intimation from Captain Lamplugh (against whose group no claim was either valid or even dreamed of) that he would be pleased to reim- burse me for the expenses involved in getting my machine back from the place of its forced landing to the Klemm works near Stuttgart. My flying experience is short, and such incidents as these may not be unusual in a profession in which war-time traditions of courtesy so obviously persist. To me, how- ever, they appear sufficiently striking to warrant this letter. (Signed) R. P. G. DENMAN. SODA TO THE RESCUE. Private owners will shortly have new and better facilities at Le Bourgét,—according to advices received by the De Havilland Aircraft Co. Ltd. from the Société pour le - Developpment de l’Aviation, hereinafter designated, - for brevity, in the Continentally popular cryptographic manner, as Soda. The essence and spirit of Soda’s communication is that it is establishing a filling station where visiting. owners of private aircraft may exercise a choice of several varieties of essence, to wit: Aviation Spirit, Benzol, or No. 1 petrol. Mechanics will also be available for running repairs, checking and cleaning, at lowest possible charges. PF = ESSERE, mon’ ee a - ae — Il) with inverted Gipsy engine on the Welsh Harp at Hendon, —(“ Aeroplane”. photograph.)

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May 14, 1930 The Aeroplane 907 IRVIN AIR CHUTE STANDARD "EQUIPMENT ROYAL AIR FORCE Ten R.A.F. Pilots have saved their lives with Irvin Air Chutes this year, and thereby become members of the International Caterpillar Club. IRVING AIR CAUTE OF GT. BRITAIN. LTD.. Telegrams : Irvin, Letchworth. LETCHWORTH, HERTS. Telephone: Letchworth 370. AUTOMATIC SLOT CONTROL February, 1930. ‘“The Safe Aircraft Competition has indicated also the practicability of the Handley Page slot in combination with rear flap, and constructors wil] sooner or Jater come to the employment of this device.” Professor Alexinder K1-:min, Dan‘el Guggenheim School of Aeronautics, New York University. HANDLEY PAGE, LTD., Telephone : Cricklewood, Telegrams : Hampstead 7500. LONDON, N.W.2. Hydrophid, Crickle, London. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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908 The Aeroplane May. 14, 1980 FOR THE KING’S CUP. In view of the fact that Moths are continually changing hands, the De Havilland Aircraft C. Ltd. cannot keep a. re- cord of every owner, and consequently notifications cannot de communicated by direct circularisation. The Company therefore desires to draw the attention, through the columns of THE AEROPLANE, Of those Moth owners who wish to enter for the King’s Cup Race, to be held on July 5, to the neces- sity of communicating immediately with the Company in the event of their requiring special work done or equipment - supplied. Immediate notice is especially necessary in the case of special airscrews to prevent the engine of a cleaned up ma- chine from over-revving. These take a fortnight to manu- Ztacture. All communications on this subject should be addressed to Mr. H. Buckingham, The De Havilland Aircraft Co. Ltd., Stag Lane Aerodrome, Edgware, Middlesex. WITHDRAWN FROM COMPETITION. Canadian pilots will not hereafter hold speed contests with the national bird, with or without the consent of the latter. In other words there is a close season during which One may not, if in charge of aircraft, indulge in the chase of the wild goose. Mr. Philiv Osler, a well-known member member of the Winnipeg Flying Club, and hitherto of good report, has been haled into the Courts of Justice and mulcted in the sum of $10 and costs for that he did fly in an aero- plane at and/or with and/or after certain wild geese _be- tween the towns of Rosser and Meadows in the province of Manitoba, thereby disturbing the neace of thousands of the oirds which are entitled at this season to respite from dis- ‘turbance, even from being shot. Mr. Osler gave an undertaking to do so no more, and also to advise and urge his fellow members to refrain likewise. [From personal acquaintance with those, one’s own erstwhile co-miscreants, one’s earnest sympathy is extended .to Phil in his evangelistic endeavours——and to the geese, in the hope that they may get a chance to increase and multiply without a Gipsy or Cirrus accompaniment.—F. p. B.] GLIDING. The First Air Train. On April 6 Captain Frank Hawks, the famous American non-stop trans-Continental pilot, landed his enclosed-cabin glider, the Eaglet, in the Van Cortlandt Park, New York. He nad been towed the 2,400 miles across the continent from San Diego, California, behind an aeroplane, and made the trip in eight days. At each important aerodrome on the way across he cut loose and gave a display of gliding. A report states that Capt. Hawks was in telephonic com- munication with the pilot of the towing aircraft. The glider was also equipped with a radio set to while away the monotonv. _ The feat demonstrates the possibility of towing gliders for the distribution of mail or passenger along a trunk route without forcing a landing of the express machine. Mr. Raab (or Mr. Katzenstein) discussed the idea of aerial siip-coaches ” quite seriously at Geneva a year ago. The First Training Glider Accident The first crash to a training glider in this country which resulted in personal injury occurred at Oxton, Nottingham, on May 11, when Mr. S. A. Currin broke a leg. Apparently the glider was pulled off pretty strongly and allowed to climb ren enough for the wind to blow it back into the cround. The Winchester Gliding Club. A public meeting will be held at the Abbey House, Win- chester, on May 20 at 19.00 hrs. to inaugurate:the Winchester Gliding Club. The Mayor of Winchester will be’ in the Chair, and the speakers will be Air Vice-Marshal Sir Sefton Brancker, the Director of Civil Aviation and President of the British Gliding Association; Group-Captain C. H. K. Edmunds, the officer commanding Worthy Down Aerodrome; Gordon England, and Mr. Howard Flanders. Mr. The ordinary subscription to the Club is one guinea per annum, for associate or non-gliding members half-a-guinea per annum, the entrance fee for both classes of membership is ten shillings. There will be a special scale for serving members of local R.A.F. Units. | Further particulars may be obtained from the Hon. Secre- tary, Mr. Walter Russell, Fordington Road, Winchester. Nottingham Gliders. The first meeting of the Nottingham Gliding Club was held on April 12; the Committee announced that the machine which has been bought would be delivered within a week or so and that training would immediately begin at Oxton, where a suitable ground has been secured. There was a good attendance, including several ladies, and Mr. S. A. Currin, who was elected President, gave an interesting survey of the history of gliding. The following Committee was elected: Messrs. S. A. Currin, M. A. Logelain, A. M. P. Edwards, A. L. Redfern, L. F. Johnson (Hon. Sec.i, R. S. Campbell and H. B. Whitby (Hon. Treas.).—cG. Ss. G. The North Cotswold Gliding Club. On April 10 the Inaugural Meeting of the North Cotswold Gliding Club was held at the Montford Café in Evesham. Mr. J. Whitehouse was in the chair. Mr. Wright said the Club had ordered their own glider and that arrangements had been made for a gliding ground. The Club wou'd have to spend about £20 on the improvement of this land, such a3 the removal of a brick wall. Mr. Alan Butler, of the De Havilland Company, had offered the Club the use of his hangar and field and Mr. Cotterell the use of -his land. , The entrance fee and subscription had been temporarily fixed at 10s. Gd. and £1 1s. The meeting adopted the Rules of the London Gliding Club with slight alterations. Mr. J. Whitehouse was elected chairman and hon. treasurer, Mr. Horace Wright was elected hon. secretary. These, together with six other members, who were elected. form the management committee of the Club. Mr. Nyborg, a member of this committee, after the meeting presented the Club with £10. Gliding in Belgium. In Belgium, as in other countries, there is a revival of interest tn gliding. Quite recently demonstrations were given by Wolf Hirth, a famous German ‘“sailflyer.’” The Belgium Ministry of Transport have arranged for six pupil-pilots to attend a gliding course at the Rhoen from April 2 to April 26. On their return these six pilots will form a nucleus from which an organisation can be set up to train the Belgian ‘ young Idea.” The Royal Belgian Aero Club have made arrangements to receive from the Rhoen Rossitten A.G. complete plans and specifications of the Zogling-type primary training glider. These drawings will not be sold but will be available to the various gliding clubs. Why Glide? Sir,—Having been troubled a good deal of late by those admirable people who have nothing to give but advice, I shall be very grateful if you would permit me to try to clarify their mystic outlook, to some extent In short, some hundred or so of our forty-eight million inhabitants are trying to get the gliding movement going in the British Isles, and to some extent they have succeeded. But in being connected with this effort I am continually meeting with people who persist in talking at me re gliding. These people are under two categories: (A) people of irreproachable position in the aircraft trade, whose experience is so vast that they can only think one way at once, and (B) persons. whose sole claims to human society are about three hours’ solo and size fourteen hats! These folks say, why don’t you soar? What on earth do you think there is in hopping about? Oh yes! We HEAR about huge Con- tinental records, but still, you know .... Or else certain others talk about what they did in ’22. Will they realise that ground has to be found and sanctioned—and London people will not go to Eastbourne to glide—that sail-planes have to be bought by someone, and that experience is necessary to fiy them. Will they buy gliders for us, and They have not been asked to glide. The gliding which is now taking place is being done because vartous people wished to glide, clubs have been formed, and they are gliding. And, it is THEIR business. (Signed) give us ground to glide on? STANLEY BRADSHAW, Hon. Treasurer, London Gliding Club. © The Midland Intermediate Glider, The Midland Glider Club have obtained permission from Mr. Davies of The Clive Farm, Pattingham, to use some of his land as a gliding ground and to erect hangars on it, entirely free of charge to the Club. The ground is a ridge some three miles’ long. The Club state that a southerly wind with a velocity of 20 m.p.hr. will give up-currents of over 5 ft. per sec. The Club have an intermediate type glider. which is a braced high-wing monoplane. The fuselage, unlike the German machines of this type, such as the Priifling, is close against the wing. The Club state that their glider has a gliding angle of 15:1 and a flying speed of 30 m.p.h. This gives a sinking speed of nearly 3 ft. per sec. The Club worked hard during the bad weather at Easter on their first hangar, which has a span of 38 feet and a depth of 28 feet. THE FIRST BRITISH SECONDARY GLIDER.—The intermediate glider of the Midland Glider Club, which has a sinking speed of about 3 ft. per sec.

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May 14, 1930 The Aeroplane | 909. AIRCRAFT cirrus HERMES ENGINE 105/115 H.P. Two | Three Seat Model full particulars from Seat Model from SPARTAN AIRCRAFT LTD. from £700 SOUTHAMPTON £735 E SPARTAN i ial di a a ee ee ee ee ee i ee ee ee i ee ee ee @. Marconi apparatus is designed by experts with practical experience of the wireiess needs of private and commercial aerodromes. @, Every airport and every type of aircraft can be suntan equipped for long distance working, instructional purposcs or direction finding. @, Marconi experience covers over 30 years, and is abreast of all developments in the aviation UST G | Ne MARCO’ D's WIRELESS TELEGRAPH COMPANY LTL., Marconi House, § STRAND, LONDON, W.C .2 Eee Marconi Apparatus for Air Ports NATIONAL FLYING SERVICES THOROUGH AND ADVISORY SERVICE ON INEXPENSIVE v4 ALL AIR MATTERS. FLYING INSTRUCTION. MAINTENANCE. AIRCRAFT SALE OR HIRE. INSURANCE. Lh te AIR TAXI SERVICE. bk @ 4 TOURS. COUNTRY CLUBS. NATIONAL FLYING SERVICES LTD.., GRAND BUILDINGS, TRAFALGAR SQUARE, LONDON, W.C.2. Telephone :—Gerrard 9316 (4 lines). Telegrams :—** Natflying Westrand. London.” AIR PARKS :—LONDON (Hanworth); HULL; READING; LEEDS; NOTTINGHAM. KINDLY MENTION “ THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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A + 910 The Aeroplane May 14, 1930 wee Silvertown Speedolene MINERAL OIL (P.4.- D.T.D. 109) DISPLACES CASTOR YX * Ke on \\ IWS AERO & RACING ENGINES Use: by:— The Royal Air Force, etc., British Aero-Engine Constru:tors, Imperial Airways, Aircraft Operating Co., Flying Clubs, etc., etc., & Raci g Motorist . Issued ander A.1.D. 1 elease notes. Silvertown Lubricants Limited Minoco Wharf West Silvertown E 16 crams: Voiumetric Silver London Fhone Allert Dock 1074 On a Plane of their own : PLAYERS RMAN TOBACCOS ‘AIRMAN’ MIXTURE (as illustrated) ————————————— ‘AIRMAN’ NAVY CUT (fas siiustrated) ‘AIRMAN FLAKE ‘AIRMAN' BROWN HONEYDEW ‘AIRMAN GOLDEN HONEYDEW —— PA691° eee: sucd by The Impenal Tobacco Company (ol Great Brian and treland), Ltd Record Breaking Kit Austin Reed Flying Kit has been chosen for several record-breaking flights. It has been designed by well-known pilots and 13 theresult of their combined ideas. In fact there is no doubt among expert air- men that the range of Flying Kit on the Fourth Floor at Regent Street is the finest available. \ISTIN REEDS of REGENT STREET 103-113 REGENT STREET, LONDON, W.!1 SR 1939 AUSTIN REED LTi» LONDON \SQUMNMINNINNNAINONNONUIUNUIUUIOU LIV EAU ENED DAU DE ATU EAEUY OTA TET EA UT OTT DTS ATT al tHE SWIFT" SINOLE, = SEA TER Hire Purchase . Terms can be , Arranged WUNVAVAUUTUVOCUCUOUAVOVADOCOQHOLAEOTUNUADOUD UD UEOVLUTEUVOTEOO PRT AOL ER EEDA UTED OAT TATA TAU ONAN NNT FTTUIUUUPELIEELLLE LICL LPL LLLP CLL CLLO CLP COMPER AIRCRAFT C° LE? | HOOTON PARK 39 GROVENOR PLACE e AERODROME LONDON CHESHIRE S.W.1 lL. = § STUN UHLELENDUADEDAOOAUCORUEDOVAUG{UCQUCQE00LUTULUNUUNUUATLULT THT RELELDPLALUTULAU LUTE ALULSRUEN Aeromarine. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 14, 1930 CENTRAL AMERICAN AVIATION. Aviation in Central American States and Republics, is, at the time of writing, in a fairly healthy state of being. By aviation one does not mean the construction of aircraft, but merely the successful operation of mail and passenger- carrying air-lines, together with a few odd instances of aerial warfare, which will be referred to later. On my journey here I stayed at Port-of-Snain, Trinidad, for a fortnight, and on the day after my arrival, Sept. 22, the first U.S—West Indies air-mail plane, a twin-engined Sikorsky flying-boat, arrived there, piloted by Col. Lind- bergh, with his wife as passenger. Of course, aS soon as Lindbergh appeared outside the Customs, the native popula- tion got out of hand, and mobbed him. This made him so wild, that, as a reprisal, he refused to attend a reception in his honour, that had been arranged at the Union Club, and drove instead to Government House. Until he did eventually go to the Club on the following Wednesday the feelings of the white colony were pretty high. The most important air transport company is the Pan- American Airways Inc., whose ramifications extend from Florida, in the United States, to the Andes of South America, embracing both the Pacific and Atlantic coasts of the latter country, and the more important West Indian islands. It consists of a main, or all-red route, from Miami to Porto Rico, with numerous feeder and branch lines. Among these latter may be mentioned a line linking up Guatemala City and San Salvador with Managua City, Nicaragua, on the main line, which has been recently inaugurated. Also, on Mar. 1, 1930, a further extension was ovened to the public, from the Panama Canal Zone, along the north coast of South America, by way of Maracaibo, to Port-of-Spain, Trinidad. Here it may be noted that an air-mail letter for an address in the British Isles, posted in Trinidad, and sent by way of Panama, Miami, and New York, would arrive at its destination about 4 or 5 days before an ordinary boat- inail letter, posted at the same time, and coming direct from Trinidad to Plymouth. _ . A subsidiary of the P.A.A. is the Mexican Aviation Co., whose activities consist in linking uv the 28 states of Mexico with the United States. This company does a very good business in week-end trippers from the States, who visit Mexico, ostensibly for sight-seeing and. horse-racing, but of course there is no such thing as Prohibition in Mexico. Mexico incidentally, occupies second vlace on the Ameri- can Continent, and fifth place in the whole world, in the de- velopment of airways. In addition to this she has a number of first-class pilots. Col. Sidar, to mention only one, will be remembered for his “ goodwill flight’ from Mexico City to Buenos Aires and back. Unfortunately Col. Sidar was killed on May 12 in attempting a non-stop flight jrom Mexico City to Buenos Aires. The machines used by this company are all tri-motor, all- metal Ford tri-motors equipped with radio, ice-water, etc., and the usual conveniences for the comfort of the passengers. They carry a crew of four, consisting of pilot, relief pilot, radio operator and mechanic. The P.A.A. also use this type, in addition to the smaller twin-engined Sikorsky amphibians, which are used chiefly on the coastal routes. Other concerns include Isthmian Airways Inc., operating on the Panama Canal Zone, from Cristobal and Colon, on ‘the Atlantic side, to Balboa and Panama City, on the Pacific Side. This line brings these important cities within a few minutes of each other. Hamilton all-metal seavlanes are used. The company has.authority to alight anywhere along the Canal, if desired. Then there is Scadta (or, in full, the Sociedad Colombo- Alemana de Transportes Aéreos), with its sister concern, Cosada (Companie Santandereana de Aviacién), both of which operate in Colombia and Ecuador. : The Scadta Company was founded in 1919, in Baranquilla, by a group of German business men, to organise an air ser- vice along the course of the Magdalena river. Junkers mono- planes on floats are used. Next comes the Lloyd Aéro Boliviano, a company formed to link up the towns and cities of the Republic of Bolivia. This company uses Junkers Bremen-type machines, with 525 h.p. Pratt and Whitney Holnet engines. Further East there is the French Compagnie Générale Aéropostale, whose chief function is the transportation of mails only, between Chile and Eurove, by way of the South Atlantic and Dakar, North ‘Africa. This comvany has been rather unfortunate, owing to the mails having been ‘destroyed on several occasions by Arak Ss, after forced landings in North COMMERCIAL AERONAUTICS. The Aeroplane 7 $11 OUR GATEWAY TO THE WORLD.—The exit from the Passenger Office at Croydon to the Aerodrome, with an Armstrong Whitworth Argosy (three Jaguars) belonging to Imperial Airways Ltd., waiting on the apron, Africa. Once last year, between July 20 and August 3, the mails were lost on three consecutive occasions. “A As regards military activities, these are practically con- fined to the U.S. Navy and Marines. The largest aviation camp is at France Field, in the Panama Canal Zone, and is part of the scheme for the defence of the Canal. During the U.S. Naval manceuvres this Soring, which culminated with a mock attack on the Canal defences on Mar. 1, no fewer than 400 aircraft were flying over the Zone at one time. A large number of these were from the aircraft carriers Sara- toga and Lexington. | “The types seen included twin-motor Keystone Pirate bombers, Loening amphibians, Vought Corsairs, and Curtiss P.W.9s. For almost real aerial warfare we must adjourn to the Republic of Nicaragua, where the U.S. Marines have a thorn in their side, in the form of the bandit, Pedron. Pedron was Sandino’s right-hand man, during the trouble of 1927, and, unlike Sandino, did not leave the country when law and order were restored. Instead, he took unto himself about 200 well- armed and well-mounted men, and set un in business as a bandit, in the north of the Republic, near the Honduras frontier. Bombing aeroplanes from Managua City daily scour this part, but owing to the dense bush, it is like looking for a needle in a hay-stack, and so, up to the time of writing, Pedron has gone his own sweet way, as a sort of will-o-the- wisp, making periodical forays, and generally making life worth living for the U.S. Marines. The planes used are Douglas bivlanes, Leoning amphibians “and Vought Corsairs. - The two latter types also use the lake for alighting as well as gunnery practice. For gunnery they shoot the crocodiles with which the lake is infested. The natives afterwards col- lect the dead, which are valuable for their hides, providing. ed course, that the .303s have not made leather sieves of em.—A. H. E.

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912 SCIENTIFIC PREPARATIONS IN CANADA. _ Because Canada has probably more to gain from aeronau- tical development than almost any other country, and as the commercial extension of her territories is even now follow- ing the airways as it previously followed, first the rivers, then the railways, it is in a spirit of pure business enterprise that the National Research Council of Canada is establishing laboratories for aeronautical researcn. The Council, in collaboration with the departments of Government directing Canadian commercial aviation, is already building National Aeronautical Research Labora- tories in Ottawa that will enable Canadian scientists to discharge several functions that very properly belong with- in the Dominion. Suitable buildings have been bought by the Dominion Government and work is well advanced on a Wind tunnel, a towing tank, and engine-testing equipment. The wind tunnel will be nine feet in diameter, with a 13-foot airscrew to develop an air-stream of 125 m.p.h. and all the necessary instruments for controlling, checking and re- cording results. The towing tank, 400 ft. long, six feet deep and eight feet wide, will have an electric towing car- riage with dynamometers which record its sveed automati- cally by snaced electric contacts and a recording chrono- meter on shore. Apvaratus is being provided to control the movement of the water and the surface dust, and the size is such as to allow exveriments on models four feet long, giving 150 ft. for acceleration, the same distance for readings, and 100 ft. for deceleration. The engine testing equipment will be adequate for power- plants uv to 1,000 h.o. and has the unique feature of pro- vision for applying thrusts uv to 6,000 lbs. on the crank- Shaft. For air-cooled engines an electric fan driven by a 250 h.p. electric motor will provide an air blast through ad- justable nozzles. The functions of the laboratory will be to conduct re- search for the improvement of aircraft performance with special reference to Canadian conditions and also to make tests for designers, manufacturers and overators. Among its duties will be training of men in aeronautical research. . There are at present three firms assembling aircraft en- gines in Canada for home use, and the exvort of these en- gines is already beginning. Under Canadian Air Regula- tions the Government is required to test such engines for airworthiness, but no equipment for doing so has vet been provided. This duty will be an important part of the work of the National Aeronautical Research Laboratories. Prof J. H. Parkin, B.Sc., M.E., F.R.Ae.S., will be in charge of Aeronautical Research, and is Assistant Director of the Division of Physics in the National Research Council. Prof Parkin is responsible for the only other wind tunnel in Canada, that of the University of Toronto, which he pro- posed, designed and installed, when he was on the Physics staff. He interested the University authorities in aero- nautical research in 1917. Prof. Parkin has as assistant Mr. J. J. Green, who re- cently occupied himself on aeronautic and aerodynamic re- search under Prof. L. Bairstow. A STEP FORWARD. Oh Wednesday, May 7, another experiment was made in speeding-up trans-Atlantic mails by catapulting them from the deck of an East-bound liner. This, the first attempt of its kind involving British mail, was entirely German, for apparently such an idea has not yet penetrated the British marine mind,—in spite of Sir Alan Anderson's association with the Air League of the British Empire. At 11.00 hours Capt. Studnitz took off in a Heinkel sea- plane from the catapult on the upper deck of the Nord- Deutscher-Lloyd liner Bremen, which was then south-west of Ireland, and landed a bag of British mail at Southampton some hours later. After refuelling at the Imperial Air- ways seaplane station there, the monoplane took off for Amsterdam, whence the dozen bags of German mail were put on the train for Cologne. The British mail was about a day ahead of the ship and the German mail was between two and three days ahead. Capt. Studnitz flew to Land's End by wireless bearings from the Bremen and states that the most difficult part of his trip was on the liner itself, when he had difficulty in reaching his machine through the crush of excited pas- sengers. [A nice question arises. Are peopvle who are sending cor- respondence of high import, which is not in a hurry, entitled to mark their envelopes “Not To Be Catapulted ”?—Eb.] The Aeroplane May 14, 1930 eee . THE LAST LINK IN THE SOUTH ATLANTIC, As reported in THE AEROPLANE for May 7, the first batch of mail destined to be flown across the Atlantic left Mar- Seilies on May 1 in a Latécoére 28 monoplane (600 h.p, His. pano-Suiza engine), with a float undercarriage, for Saint Louis, Sénégal, the jumping-off place for the crossing of the South Atlantic. Additional mails were flown to Saint Louis by MM. Ember and Margillet, who arrived on May 12. M. Mermoz, the pilot of the Latécoére 28, who had been at Saint Louis since May 4, started on the same day on the long crossing of the Atlantic to Port Natal, in Brazil. Two messages were re ceived from him. The first, at two in the afternoon, said all was well, and the second, two and a-half hours later, gave his position and stated that all was well. AIR MAILS. In the House of Commons on May 6, in reply to Com- mander Bellairs, the Postmaster-General said that for the year ending March 1930 the total payments to British and foreign air companies respectively for the air carriage of mails had been £54,000 and £2,300. He had no information regarding the relative payments to various companies made in the United States of America and Canada; but according to the latest figures available the total annual payments for the conveyance of mails by air were given as 11,169,015 dollars (£2,200,000 approx.) and 274,403 dollars (£55,000 approx.) respectively. WYTHENSHAWE AGAIN. Mr. J. F. Leeming, a director of Northern Air Lines, announces that this company will reopen the formerly tem- porary landing-ground at Wythenshawe which was in use before the Manchester City Airport was operating at Barton (otherwise Chat Moss). Northern Air Lines will still have headquarters at Barton, but intends to use Wythenshawe as a secondary landing-ground, a scnool for flying, and a base from which to operate air excursions to the Barton aero- drome and back. This information is really amusing. The misguided Man- chester Corporation have been spending tens of thousands of pounds trying to fill in enough of that insatiable bog called Chat Moss to make what they fondly imagine will be a Municipal Air Port,—in spite of the lesson they ought to have learned from the attempt to build a railway aeross it something over sixty years ago, an attempt which ended m the engineers floating the railway on faggots (or sasces) be- cause there was seemingly no bottom to the bog. Rumour has it that the Manchester City Fathers (or Grandmothers) insisted on having their aerodrome at Chat Moss simply because it is in Lancashire and Wythenshawe is in Cheshire, although Wythenshawe is nearly half an hour nearer the middle of Manchester, and is about the best aerodrome surface that could be imagined, and is actually Municipal property, and is on the South-West, or civilised, side of the City. So now we have what ought to be the municipal aero- drome being used to run air-trips from the City to its Air- port. Was there ever a funnier example of Bumbledom?— Cc. G.G. MANY INVENTIONS. It is said that the first inkling of that unpleasant weapon the phonograph burst upon its inventor’s brain when the voice of a raucous acquaintance caused his (the inventor's) top hat to vibrate upon his head. History does not relate that the inventor hurried home and placed the top hat. scored and furrowed as it doubtless was by his friend's vocal vibrations, beneath the needle of the ancestral sewing machine and thus produced the first Edison Bell Record, but doubtless something of the sort happened, for the early phonograph record was obviously modelled upon the “ stove pipe hat.” | Those of us who are opponents of too much music around the domestic hearth, may reflect that the silk hat may have had a sinister influence upon other World-devastating inven- tions. Who shall say that the crystal set was not born in the brain of some alcoholically depressed genius returning from a funeral on a muggy autumn afternoon, in an Early Vic- torian, ill-ventilated top hat, sligshtly fungoid inside from long disuse, and therefore capable: of throwing off the same soul-destroying vibrations as a stilton cheese in a State ol senile decav? ai Phe ey A SaEe REGISTERED

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May 14, 1930 It is a grim thought that the crystal set, the B.B.C. and its Announcers, as well as the horrid “ portable” which follows one from place to place howling dismally, were all perhaps due to the influence of the top hat,—a form of head covering which, it is well to remember, was particu- larly dear to Charlie Peace. That the hat may have played so important a part in the decline and fall of civilisation, brings us to the thought that other portions of the human attire may also have played their part. Passing over the well-known fact that crazy paving and the more complicated cross-word vuzzle vatterns were sug- gested by the clothing of a well known bookmaker whose slogan was “‘ Buggie never pays,” we come to the little known ot of the inspiration which resulted in the building of R.101. A gentleman awaiting his lady-love for long hours outside a Lyons in Oxford bags, inadvertently stood over the kitchen grating. Hot air filled his trouserings and just as the fair one arrived he departed, vertically and unwillingly. Circling Gwydyr House with a rapidity never yet equalled by R.101, and drifting about for some time, screaming like an air-sick sea gull, he fell into Hyde Park in a deflated condition, where he was promptly arrested by the police for hovering with intent to annoy a young female. Pioneers never have much luck. Coming to that notable gadget, the slot, it is quite possible if possibly improbable, that) this was suggested by the flap- ping of a negligently secured spat. outside the Savoy after lunch one day. The wearer no doubt found himself in a state of unaccountably inherent stability considering the time and place. His gliding angle was much improved and his stalling speed such that he passed the policeman at Charing Cross triumphantly. One figures to oneself Mr. Handley Page lurking in a Strand A.B.C. shop, behind a rock cake and a glass of milk, and peering forth at the festive luncher with that disdain which a milk diet engenders in the most genial. At first the H.P. optic is stern, then it quickens to a professional interest. He leaves his rock cake and trails the post-pran- dial perambulator to his home, where he purchases the flapping spat and, rushing to Cricklewood, fits it with a drawing pin to the wing of an OH 400. _Thus perchance the slot was born—who knows?—spry. D.H. STUDENTS MAKE MERRY. The students of the De Havilland Technical Schoo! dis- ported themselves in dancing and general sociability on the evening of Friday, May 9, at the Portman Rooms, Baker St., and 150 couples enjoyed themselves from 20.00 hours until early the following morning. Capt. and Mrs. Geoffrey de Havilland received the guests, assisted by Mr. and Mrs. C. C. Walker, Mr. F. T. Hearle and Mr. and Mrs. A. T. Eadon. Mr. Eadon, principal of the De Havilland Aeronautical Technical School, was an energetic and efficient Master of Ceremonies, whose efforts were largely responsible for a genial atmosphere which even scholastic headgear of high-visibility crepe paper could not entirely reduce to solemnity. Prize and novelty dances occurred at intervals, and at 23.30 hours Lady Bailey presented the prizes to successful terpsichoreans, or dancers with unsuspected chalk-marks On their backs. Miss Joyce Eadon presented Lady Bailey With a bouquet, and the gathering drowned her thanks et spirited cheers and musical honours. Mr. C. E. Bridges, ae Organising officer for the Middlesex Educational : Ommittee, expressed more formal aovpreciation in a short epeech and Mr. Eadon read a telegram from Sir Sefton rancker, Director of Civil Aviation, in which he regretted ia duty deprived him of the pleasure of dancing with 5. none the guests were Mr. W. E. Nixon, secretary of the Be Havilland Aircraft Co. Ltd.; Major Cordes, of Handlev Gene. aves Mr. Reeve, chief instructor of the De Havilland He A of Flying, and a number of the personnel from nadon and the Air Ministry. Th OPPORTUNITIES. secre are vacancies with the Cornwall Aviation Co. for a gran re Pilot with experience of joy-riding, and for a Ngeineer with experience of reconditioning Avros. Both are wanteq ; : nencies to good As aera and both jobs offer perma- The Aeroplane 913 TWO CELLON DOPING SCHEMES. The famous dope and cellulose lacquer manufacturing firm of Cellon Ltd. have issued two attractive booklets out- lining their doping schemes “C” and “C2.” The ‘“C” scheme has been specially framed for the con- venience of firms who are mainly engaged on the construc- tion of Service aircraft. where aluminium finish is practically standard. Complete doping can be done with two or three coats of the required shade, generally red or gray, of Pigmented Dope, followed by two or three coats of Aluminium Dope,—thus the use of Nitro Dope Covering is eliminated. Certain machines have to be finished in Nivo shade [for night-flying—Ep.], and in this case Nivo Pigmented Dope can be substituted for the final coats of Aluminium Dope. The booklet gives general instructions for use, and out- lines the general conditions that affect application. There are also detailed instructions for application either by brush or spray. The “C2” doping scheme has been specially evolved for the convenience of those who have to repair or renovate machines under aerodrome or “ un-heated shop ” conditions. Cellon, Ltd., in their standard doping schemes call for a Doping Shop with a temperature between 65 and 70 degrees Fahr. and a relative humidity of less than 80 per cent. This new scheme “C2” permits the application of Dope temperatures down to freezing point with a relative humidity of up to 90 per cent. This means that large components may be doped in the Erecting Shops instead of having to be moved into the Doping Shop’ This is obviously a feature that should appeal particularly to manufacturers as saving heavy handling charges. The scheme is also attractive to people who operate joy- ride machines, and to small manufacturers, as it makes the expensive Doping Shop unnecessary. There is interest in noting that Cellon Ltd. tried out this scheme in the open-air at temperatures considerably below freezing with particularly good results. Cellon Ltd. have also ‘ Adverse” Schemes, i.e., schemes for use in adverse conditions, for all their methods of Doping, both Acetate and Nitrate. Thus whatever scheme is being used in the Doping Shop, there is an available “ Adverse”’ Scheme to enable the work, which has to be done outside, to be done with the correct materials. These informative booklets, and any other information about the problems of Doping, may be had by writing and asking for them from Cellon Ltd., Cellon Works, Upper Ham Road, Kingston-on-Thames. SATISFACTIONS. O.tyMrra Ltpv.—Satisfaction in full on Apr. 25, 1930 (1) of charge dated June 24, 1929, and registered July 12, 1929. (2) of mortgage dated Sept. 19. 1929. and registered same date, and (3) of charge as further security dated Jan. 30, 1930, and registered Feb. 17, 1930. PERSONAL NOTICES. DEATH. CHARLESWORTH.—On May 5. at Jhelum. India, as the result of a flying accident. L-AC. Ernest Raymond Charlesworth, R.A.F. FORTHCOMING MarIAGES. CLARK--LOWE.—-The engagement is announced between Rona'd William Macdonald Clark, Fig. Off.. R.A.F.. only son of Mr. and Mrs. W. Campion Clark, of Chalfont St. Giles. Bucks, and Flora Audrey Lowe, only daughter of the late John Wingrove Lowe tnd Mrs. C. F. Chinery, of Abukir, Egynt. SAUNDBY--REES-WEBBE.— The engagement is announced between Sq. Ldr. Robert H. M. S. Saundby, M.C., D.F.C.. A.F.C... R.A.F., second son of the late Professor Robert Saundby, M.D., LL.D.. F.R.C.P.. and Mrs. Saundby. of The Tower House, Harrow-on-the- Hill. and Joyce Mary, elder daughter of Major M. O. N. Rees-Webbe, late The Northamptonshire Regiment, and Mrs. Rees-Webbe, of Berkeley House. Weymouth, and grand-daughter of the Right Hon. Sir Edward Clerke, K.C. MARRIAGE. COOPER—BANKS.-—-May 3. at St. Mark's, Portsmouth, Reginald John Cooper, Fig. Off., R.A.F.. to Catherine Margaret Banks. BIRTHS. MOYES.--On May 10. at 90. Wigmore Street. W.1. to Vera, of Major Eustace Moyes (late R.N.A.S. and R.A.F.)—-a son. ROBINSON.-—On May 6, at the Florence Nightingale Nursing Home. Derby, to Anne Lilian, wife of Dennis Robinson, 6th Batt.. The Gloucestershire Regt. (late R.A.F.)—a_ son. wife THOMAS.-—-On May 8, to Dorothea (née Knatchbull), wife of Flg. Off. R. Thomas, R.A.F.--a daughter. M ALLITE PLYWOOD > USED BY THE LEADING AIRCRAFT MANUFACTURERS r- — —FTFHROUCHOUT THE WORLD. MAN CPALTURED FTO RBCS OICAVION $.V.3. 87. -

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914 The Aeroplane May 14, 1930 - ag ee! MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word efter. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. ‘Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London, PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS RE COMPANY | 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safety Razor Blades is a matter of Confidence, I recommend my Universal Safety Razor Blades Post Free §/=- Fer 100 Very keen edge: suitable alike for th strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. Gipsy Bluebird Al HESTON g CAPT. V.H.BAKER MC.AFC, CHIEF INSTRUCTOR .§ | AIRWORKYZNLIMIT ED BHESTON AIR PARK - HOUNSLOW: MIDDLESEX. HAYES 4/0. AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Wanted, Light Aeroplane, such as Avro Baby, D.H.53, or Clark Cheetah. State lowest cash price and condition, Box tas pe THE AEROPLANE, Cannon House, Pilgrim Street, Wanted Urgently—X type Mark II Cirrus-Moth. Slots pre- ferred. Good price for good machine—Phillivs and Powis Aircraft (Reading) Ltd., Reading Aerodrome. Sonning 114 Wanted.—Moth, price about £300-£350, cash. Send particu. lars, Box 5829. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manv- facturers and patentees, Williamson Manufacturing (Oo, Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, ‘“‘ Kinetogram Willroad ORE OES: Contractors to the Admiralty, Air Ministry, War ice. F AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 24 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward, Altimeters, 10s. 6d.; Shock Absorber, 3 in., 6d. yd.; Pressure Gauges, 25 to 100 lbs., 6s. 6d.; Coley Thermometers, 25s.; K.L.G. Plugs, F.7, 1s. 9d.; F.9, lld. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service required in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Street, London, H.C.4. (Tele.: Central 2423.) This service is free to clients. Leading aeronautical firms use this specialised organisation, which has been built uv by aviation experts. Write or *phone. ENGINES FOR SALE. ‘ D.W. Aircraft Co., Brooklands Aerodrome, have for gale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. Exclusively devoted to the interests of Civil Aviation. The British Aviation Insurance Group Ltd.'s one of the foundations on which British civil aviation has been developed. It remains to-day the only organisation in the Empire adequately staffed and fully trained to cater for manufacturer, operator, or private owner. The Group offers to its clients unequalled service throughout the world. 3 Registered Offi.e; 78, 79, 80, Cornhill, London, E.C.3. Underwriting Office: Lloyd’s New Building, E.C.3. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS..

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May 14, 1930 The Aeroplane | 915 AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. ’Phone: Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. ‘Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 909.) Go by N.F:S. ls. a mile; 1s. 6d. two passengers. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. AIRCRAFT FOR SALE. BROOKLANDS SCHOOL OF FLYING LTD. New-Type Spartan: Clarke “Y” wing section. This ma- chine is brand new and has a new Cirrus 3. £425. Metal Gipsy-Moth: Slots; new C. of A., Extra 10-gallon tank; £525. “X” Moth: New C. of A. Engine completely overhauled: £410. Telephone Byfleet 437. Station, West Weybridge, S.R. Avros, two—3-seaters, 504K. Le Rhone, both C of A. full year. Large quantity of machine and engine spares. The lot £500, or would separate. Box No. 5825, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Blackburn ‘“ Bluebird” side-by-side seating, all-metal con- Struction. Price £795. Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. D.H.6, Dismantled, reconditioned, 90 Raf, Quantity Silver Spruce, Fabric. Dope, with release notes. Offers? Box ae Oise THE AEROPLANE, Cannon House, Pilgrim Street, Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. National Flying Services Ltd. (See page 909). Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd., Authorised Moth Agents. June delivery of Puss Moths. Unique hire-purchase terms offered. Exchange specialists. Several Mark II Cirrus Moths for sale, prices from £360.—Reading Aerodrome. Sonning 114. £500, Gipsy-Moth, C. of A. July. Modified. Dual control, many extras and spares, only 40 hours flown. Condition as new.—Lacey, Kenley Aerodrome, Surrey. AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vie- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’: Inn, London (Holborn 8131), and Bulawayo, Souther. Rhodesia; Cairo, Egypt; Rio de Janeiro, South America: Contractors to the Ordnance Survey. Laboratories and Bub- Sidiary Company for aerial photography in the British Isles. een Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautica! Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2542. Unequalled Value Brilliant Performance and Absolute Dependability ..-make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO AEROPLANE PHOTOGRAPHS. Copies of ‘“ The Aeroplane” copyright photographs may be had on application. All types of Aircraft; R.A.F., Commer- cial and Light. Aviation Activities, etc. 63 x 44 in., ls. 6d. 8} x 64 in., one copy 2s. 6d. Three or over is. 6d. Larger sizes on application. Photographic Department, THE AERO- PLANE, 175, Piccadilly, W.1. SITUATIONS VACANT. Experienced B Licence Pilot required. Joy Riding and In- struction. Permanent job. Apply full particulars. Box No. 5827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. The Cornwall Aviation Co. Ltd., require immediately Ground Engineer (B), must be first-class carpenter-rigger—re-con- ditioning Avros—permanent. Also fully experienced Pilot (B) wanted end of May—Joy-riding. Write stating experience and wages requires—Truro Road, St. Austell. First-class man wanted to take charge of and bc responsible for section of Drawing Office in well-established firm. Must be capable of dealing efficiently with all matters relative to engines being manufactured. Considerable experience on high-speed aircraft engines essential. Write, stating age, full experience and salary required to Box No. 5819, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. SITUATIONS WANTED. Ex-Officer, R.F.C., good knowledge modern conditions, urgently seeks ground work in Aviation. Any capacity. Journalistic and publicity experience. Box No. 5824, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Ex-R.A.F. Pilot/Sjt. desires situation any capacity. G.E.’s. “A” Licence. Twelve years’ experience aircraft and engines. Box No. 5823, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. First-class Aircraft Draughtsman seeks situation. Over twelve years’ aircraft experienve. Expert on dural and steel construction. Box No. 5822, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Ground and Flight Engineer, A. and C., sll types engines and machines. 18 vears’ Aeronautical experience, including 9 years Continental with Instone’s and Imperial. Have had charge of all stations. Box No. 5828, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Photographer, ex-N.C.O., Good experience ground on air work. Take anything. Box No. 5820, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. SAVE TIME- Order from. the —__|| NOTED HOUSE for ||__ AIRCRAFT PARTS. Large stocks enable us to execute most orders on the_ spot. Stocks tuclude : Steel and Duralumin Bolts, Rivets, Brass Screws. Cadmium-Coated Steel Fork Joints, Nuts and Washers, H.T. Pins, Stainless Steel Bolts and Nuts, Spec. 3A.1., ete. TELEPHONE - - - BISHOPSGATE 3244. (24 LINES). Brown Brothers GREAT EASTERN STREET, LONDON, E.C.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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916 PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—21s. for 28 days’ membership—low rates for instruction—perfect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent *buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only 12? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 Is. monthly. Instruction rates 25s. per hour. Aecommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn te Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 909.) Learn to fly. Fly when you wish. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘“B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying.—£2 10s. an hour. Trial lesson 15s. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School.—Reading Aerodrome, Sonning 114. The De Havilland School of Flying, Stag Lane Aerodrome, Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. Join N.FE.S. Established over 30 years. FHE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets. latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk wunder-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money refunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, vr. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Avtakit, Wesdo, London. Branches at Birmingham, Liverpool and Sheffield. The Aeroplane May 14, 1930 FLYING CLOTHING. Flying Clothing and equipment of every description.- Buy from the firm who have been specialists in this since 1918. "Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London. W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ’phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 6280 WAINWRIGHT’S The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-. 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 12/6. All-metal tyne 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted “Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road. London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. ‘Phone, Museuin 6280 REPAIRS. BROOKLANDS SCHOOL OF FLYING LTD. is concentrating on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: “ Aviation ” Byfleet. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “ Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings. Kingsway, W.C.2. MISCELLANEOUS. New main Planes; Cowlings; Under- Send for separate list. Coley "Phone Avro 504K Spares. carriages; Skids; Tanks, etc. Ltd., Queen Elizabeth Road, Kingston-on-Thames. 0365. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. Taper Pins. Stainless Bolts & Nuts. Tab Washers. Split Pins, etc. FREMO AIRCRAFT ACCESSORIES Fork Joints. TO A.I.D. Manufacturers : Fremo Works, REQUIREMENTS. FREDK. MOUNTFORD Moseley Street. (BHHAM) LTD, BIRMINGHAM. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 14, 1930 The Aeroplane “ TITANINE” DOPE AND THE BOULTON & PAUL “SIDESTRAND” COATED THROUGHOUT WITH | “TITANINE” DOPE AND VARNISH AND “TITANINE” CELLULOSE LACQUERS . EMAIL > “t Telephones :— | tendon (London, N.W 9). «> 175. PICCADILLY. | Gerrard 2312, ' en pa sone ’ ’ 9 ae Ba Ci (ees ‘ taly). ele ables :— ; Bremen (oeeriane LON DON, W. IL. i tetrattee. Piccy London." a KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ea Google

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The Aeroplane May 14, 1930 lV J) 2s «19, OOOMILES * ; 2 IN2ODAYS! # WITH A imei® =, JUPITER ENGINE Ne WHAT A MAGNIFICENT | PERFORMANCE: . SS if ¥ nf» s \ / . ~~ ~ ’ ‘ “4 a7 at - . at > ~ ° ~ a7 li &/7 2 , ~~ % CAP E TOWNY Till Pay. Mle > toot Bite ' ‘\ \ = og “ . Ve \ Rel pee 3} =\\ mS : ae oe” YE \ be =o ae Ad ‘ QO) oh The best thing in eivil aviation for three or four years!” That is how the Director of Civil Aviation (Air Vice-Marshal Sir Sefton Brancker) described the record flight from England to Capetown and back, 19,000 miles, in 20 days, completed by the Duchess of Bedford, Capt. C. D. Barnard and Mr. R. Little. The engine was ‘Bristol’ Jupiter Series XI] geared type. “Only those familiar with aero engines will realise what a magnificent performance our ‘Bristol | Jupiter has put UP. —capr. Barnard. THE BRISTOL AEROPLANE CO. LTD.——FILTON—BRISTOL. near | eee = ll i lll Printed for AERONAUTICS LTD., by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Puhlished by AERONAUTICS Ltp., at Cannon House, Pilgrim Street, Ludgate Circus, : E.C.4. W.l1. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” hes eee & LLY, LONDON, orig! aaa rE CIRCUS, E.C.4. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STR Telephones: Editorial, Gerrard 5407: Advertising, Gerrard) 60237) Publ

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Registered at the G.P.O. as a Newspaper. P22 [Vol. XXXVIII. No. 21. PANE Edited by INCORPORATING AERONAUTICAL ENGINEERING CG.G re ) : | 4 3 } “| i : : $ Se : t ye 1: - i f -¢ i > ; j A, oe hemp fat, rey, BT hoi apti, igh : . sy ck ee eS : Z . X S 4 . ¢ e > ‘ : y S sehen ean ee en ad ‘ Py So ARR » fe OF ge oe R = SN Sak 0 FLT 7 * -BY- SIDE “BY.

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bette pate The Aeroplane May 21, 1930 * HIGH PERFORMANCE SERVICE AIRCRAFT . . THE-FAIREY: AVIATION: COMPANY -LIMITED HAYES > MIDDLESEX +5402 —— {> a ,

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MAY 21 1930. sc ™ N EROPLANE *: VOL. AXXVITI 21. Incorporating Aeronautical Engineering The Editorial Offices of ‘‘The Aeroplane” are at 175, Piccadilly, London, W.1. Telegraphic Address: ‘* Aileron, Advertisement Offices: ~ —@ ~——- B AS Laas Subscription Rates, post free: Abroad. 3 months, 8s. 9d.; 6 U.S.A., 1 Year, $8.50. AYBbewe eo” ccc ma AS months, oo nants Teeny o ON This week THE AEROPLANE presents to its readers the second of a series-of Special Supplements which are being produced for the express purpose of advertising British air- craft all over the World. And we of the Staff of THE AEROPLANE who have been responsible for the descriptions and illustrations contained in this Supplement hope that it will fulfil its object, which is simply to give people all over the World a practical idea of how these particular aeroplanes and engines are produced, and to give that con- fidence in these British products which can best be got by seeing for oneself how a thing is made and by knowing as much as possible about the material of which it is made. One of the most satisfactory features about these first two Supplements which we have produced, namely the Moth Supplement on April 2 and the Bluebird Supplement this week, is the way in which the manufacturers of the aeroplanes and engines have been backed up by the manu- facturers of raw materials, parts and accessories of which the said aeroplanes and engines are built. For the past eleven years or so, since Government orders for war-machines in mass production were cancelled, the output of British aircraft and aero-engines has been so small that some of the great manufacturers of raw material, such as steel and aluminium, and of component parts or partially manufactured material, have been inclined to regard the Aircraft Industry as hardly worthy of serious attention, and certainly not as a potentially great Industry like the Ship-Building Industry or even the Motor Trade. But more recently the trade in aircraft has grown to such an extent that the makers of raw material are beginning to find that it is something to be taken very seriously indeed. This is so more particularly since aeroplanes have come to be made almost entirely of metal. There is now serious rivalry between steel and the various aluminium alloys, and, though there will Aye: be a certain amount of each London.”’ 175, Piccadilly, London, W.1.. nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone Home 3 months, 7s. 6d.; l%s. 6d.; Entered as second class matter at the New York (N.Y.) Post Office. Telephone: Gerrard 5407. Telephone: Gerrard 6023. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- : Central 5822. 12 months, 30s. Canada. 1 Year, $8. 6 months, 15s.; 12 months, 35s. BUILDING BRITISH TRADE. material used in practically all aircraft, we are still far from being able to decide whether the bulk of the material in an aeroplane shall be steel or aluminium. The fact remains that what with the increased output of aircraft and the increased use of metal in aircraft certain firms are finding that their. aircraft orders for aircraft material absorb quite a considerable percentage of their output. For example, the famous Reynolds Tube firm state definitely that 40 per cent. of. their total output now goes to aircraft firms, and Accles and Pollock Ltd.,:who were the pioneers of special steel tube work for aeroplanes, still find that aircraft absorb a goodly portion of their output. Where aluminium is concerned no actual figures are avail- able, but one has been told that more of the duralumin manufactured by James Booth and Co. Ltd. goes to air- craft firms than to any other line of business. That being the state of affairs, naturally the many hun- dreds of firms who supply material to the few firms who constitute the Aircraft Industry are now more interested in backing up the efforts of their customers, the manufacturers of aircraft, than ever before. THE BASIS OF PROPAGANDA. Readers of this paper who do not already know the fact will be interested to learn that no newspaper of to-day is able to exist without advertisements. Practically every newspaper is actually sold at a loss, by the time trade discounts and wholesale discounts have been, deducted from the selling price to the public. There is quite an old story ‘of a newspaper man who told a friend that in every penny newspaper there was at least two pennyworth of paper. To which the friend replied “ Well, that shows how the stuff you write spoils good paper, doesn’t it”? Which may or may not be true. Whether or no, the fact remains that without advertise- ments the great British public would not get the amount STRANGERS WHICH WERE THERE SPENT ‘THEIR TIME IN NOTHING ELSE BUT EITHER TO TELL OR TO HEAR SOME NEW THING.’?— —(Acts: 18-21.) NOVELTY SEEKERS.—An example of the interest aro used by new things in aviation—the crowd round the Comper Swift (A.B.C. Scorpion) with Mr. L. 8, Snaith : oo. somes te (R.A.F:) as pilot, at Brooklands.

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918 The Aeroplane May 21, 1930 5 a of reading matter they do about their own particular hob- bies. Consequently the more support the British aeronau- tical papers get. from manufacturers of raw material, parts and accessories the more they can tell readers all over the World about the high qualities of British aircraft. And the more the high qualities of British aircraft become known, the more business there will be for makers of raw material. And, in these days of reduced Navies and arma- ments generally, there is need for new and promising markets. A MATTER OF PROPORTION. During the past few weeks, while studying the whole Subject of how THE AEOPLANE can best serve the interests of the British Aircraft Industry, one investigated the very interesting question of what proportion of the cost an aero- plane goes into raw material, parts and accessories, apart from the actual machining and manipulating of- material in the manufacturers’ own works and the assembly of those parts into complete aeroplanes. Various friends in the Trade were so kind as to go into their own particular figures, and one found remarkable agreement between the estimates of various engineers. - Naturally the firm which buys its material as nearly as possible in the raw state and works it up in its own factory pays less for raw material and more for labour than does a firm which buys parts already partly manufactured. Some firms make certain parts of their machines almost entirely - themselves, with the result that their bill for the raw material in those parts goes down to about 15 per cent. But they may buy other parts, as for example tail units, in a finished state ready for covering so that considering them as raw material they absorb about 30 per cent. of their finished value. Among engine firms the cost of raw material runs higher than it does among manufacturers of aeroplanes, because so much more of the firm’s own work is done by machinery, and so the wage-bill is lower in proportion to the bill for raw material. : Also magnetos and carburetters, which are bought as finished articles, account for a high percentage of the total cost of engines,—especially engines for light aeroplanes. On the other hand, the magneto people and the carburetter people, although they absorb a good deal of money from the engine firms, themselves spend a great deal on raw material. Thus, taking the whole Trade hy and large, a fair esti- mate for the cost of raw material would be about 25 per cent. WHERE THE MONEY GOES. Now the annual Air Estimates for several years back show that the amount of money spent each year on Techni- cal and Warlike Stores has been something over £8,000,000. Of this something in the region of £6,000,000 has been for new aeroplanes, new seaplanes, new engines and spare parts supplied by the makers of these machines. The rest has been spent on stores and materials of various sorts bought direct by the Air Ministry from the producers of raw material, narts and accessories. In other. words, at a rough estimate the manufacturers of these raw materials, parts and accessories have had approximately £1,500,000 -per- annum paid to them by the British Aircraft Industry for material supplied for aircraft and engines, and probably slightly more than that amount direct from the Air Ministry. That is to say, the auxiliary and ancillary'trades connected with the manufacture of aircraft and engines have been getting something between £3,000,000 and £4,000,000 of the Taxpayers’ money through the Air Ministry. In addition to this, the British Aircraft Industry has been doing quite a good export trade during the last twelve months. As was shown in THE AEROPLANE of April 30 the total value of our exports of aeroplanes alone during 1929 was £800,000 and there were £500,000 worth of engines and £800,000 worth of parts, making altogether a total of air- craft exports of about £2,000,000. So the makers of raw materials, parts and accessories had another £500,000 out of ae British Aircraft Industry apart from the Air Ministry orders. WHERE PROFITS ARE MADE. Hitherto these ancillary and auxiliary trades have not done much to help the British Aircraft Industry’s efforts to secure trade over-seas. ‘That is quite understandable. An order for steel from an aircraft firm seems ludicrous alongside an order from a shipbuilding firm, or even a big motor firm. And small orders will not stand much expendi- ture on advertising. But now things are beginning to look different. Our Over-Seas Trade in aircraft is becoming something considerable, and be it remembered it is the only kind of trade out of which this country can make a profit. The Nation as a whole makes no profit out of selling aero-~ planes to the Air Force or to private owners or to air lines in this country. The truth is that, barring the fact that the Air Force is a species of Imperial Fire Insurance, aero- planes and engines and aircraft material sold to the Air Force are just like fireworks. They are merely made to be destroyed. They serve no useful purpose as_ transport vehicles, except those few which are used overseas for trans- port of administrative officials, and the occasional aeroplane which is used in this country to save the valuable time of the Prime Minister when he takes a short holiday a Lossiemouth. This paper is the last publication in the World to suggest that money spent on the Air Force is in fact money wasted. Nobody knows better than we do the value of the Air Force and how much better off we should be as an Empire if we had an Air Force twice as big as ours is to-day. But from the purely economic point of view selling aeroplanes to the Air Force brings no profit to the Nation, whereas every aeroplane which is sold abroad, whether it be to a British Dominion or to a Crown Colony or to a foreign nation does show us a definite profit. Even if the manufacturer of an aeroplane sold over-seas makes a loss on it as a trading proposition, the fact that the raw material has been pafd for in the shape of wages to British labour means that whatever money comes from overseas is money paid to this country for work done, more especially because aeroplanes and engines, probably more than any other product, are built almost entirely of materials either grown or produced in this country. THE Quip Pro Quo. ’ In view of the fact that the auxiliary and ancillary trades have done so well out of the trade in British aircraft in the past, everybody in the Aircraft Industry will be the more pleased to see members of these trades supporting so well the efforts of THE AEROPLANE to bring more business from over-seas to their customers in the Aircraft Industry. And one feels sure that those firms which do thus give practical evidence of a desire to support the British Air- craft Industry will find that their co-operation will itself be duly recognised by the British Aircraft Industry in the future. A WORTH-WHILE EFFORT. All these firms are showing good sense and foresight in thus supporting the Aircraft Industry, because the Air- z 5 r 5 : ‘ bY ‘\ . » DOMMES LOE Ic Oe ET TO BUILD BRITISH TRADE.—Personnel of the Indian Branch of the De Havilland Aircraft Co. Ltd. under Wing Commander D. S. K. Crosbie. Left to right: Mr. Stander (pilot) and Mr. Lofthouse (ground engineer) . Sitting: Gadhi (storekeeper), Nasan (office boy), Mehta (head clerk), and an Indian fitter.

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The Aeroplane May 21, 1930 The record fu ght. to India — peas nN“ oe NE” “SKI” “EMI” ~ 2) $. ow Noe ~’ O% i 7, : RST AMS ™ 4 oJ af S€OS LEOS LS 4 ei oh r es ee LTRE “3 ar Ld PA x Yew? Q's pees LeAn dk 4 ~ JS PS a x aly AN WAS oF Hy £25 Le STEERS a Sf f ay o* was carried out by Squadron-Leader A. G. Jones-Williams, M.c. and Flight- Lieut. N. H. Jenkins, O.B.E., D.F.C., D.S.M. flying a Fairey (Napier) monoplane fitted with Napier engine. 4130 miles were covered in 50 hours 38 mins. No other engine has_ successfully completed the non-stop flight from England to India. The Napier engine as used develops 570 B.H.P. at 2585 r.p.m., and weighs 1-745 lbs. per H.P. If you require a modern engine of high performance and proved reliabtltty fit the NAPIER The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W’.3 £X& Uk LULL LUKT Lhe be. Nar And YRS BNE TENS Vas Wags Las Wao e Ceo oO Leo a Le ae ~ one Ss SEENON ON ENON ON ORO ORE = SOS, KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. * eS 919

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920 The Aeroplane May 21, 1930 TO BUILD BRITISH TRADE.—The new Puss-Moth (Inverted Gipsy engine) on floats.—(‘“ Aeroplane’ photograph.) craft Industry is one of the few industries in this country which shows promise of very rapid growth within the next few years. All over the World there is an awakening to the value of air transport. What that has meant already is shown by the fact that whereas in 1928 our total export of aeroplanes, engines and parts was under £350,000, our export of the same goods in 1929 was approximately £2,125,000, or nearly seven times as much. The Americans, the Germans, the French and the Italians are all pushing for trade in aircraft overseas. And the more people there are trying to sell aircraft the more aircraft wili be bought. As one has said before in this paper, if one person tries to sell an aeroplane in a com- munity the question asked is, “Why should we buy an aeroplane?” But if half-a-dozen people try to sell aero- le the question then is, “Which aeroplane shall we uy?” Consequently foreign competition is not only good for us by keeping us up to the mark, it is good for us because it helps to convert possible buvers. But if we are going to get the market we must keep our goods in front of the market and we must offer the market the right goods. And above all we must not emulate the Motor Trade. Only the other day one heard of a typical example of Motor Trade mentality. A few years ago a small committee of men selected for their peculiar knowledge of the motor trade and finance and so forth made a tour of the World in the interests of the British Motor Trade. When they came back they naturally issued a report. Over and above that one member of this committee wrote to the various heads of firms in the Motor Trade telling them that he was entirely at their disposal and that if they would like to see him he would be pleased to call and tell them every- thing he had learned in his tour of the World, entirely without fee and without even asking for travelling expenses. And hardly any of the firms in the Motor Trade even took the trouble to answer his letter. The Aircraft Trade is wiser than that, and a number of men in important positions in the Trade have been to foreign countries to study conditions themselves. At the present moment we are building in this country—and will soon have flying—several types of machines which if they are at all up to expectations will meet exactly the demands of the overseas market, because the men responsible for them have been abroad and know what is wanted. THE USE OF SUBSIDIES. Another factor which ought to help to increase our busi- ness overseas is the power now being taken by the Air Ministry to subsidise air lines up to a total of a million pounds per annum for the next ten years. , Regular readers of this paper will be particularly pleased to see how well Sir Samuel Hoare, our late Secretary of State for Air, and Sir Philip Sassoon, our late Under-Sec- retary of State for Air, upheld the cause of Air Transport in the Debate last week, which is reported in a fairly voluminous form hereafter. And one cannot help expressing one’s personal gratification at finding that both these dis- tinguished former Ministers of the Crown, with all their official experience, agree so closely with the doctrines which have been set forth in this paper. Both of them advocated the subsidising of new air lines rather than keeping to the policy of a monopoly, and Sir Philip Sassoon went so far as to advocate the development of that line to South America which has been mentioned in THE AEROPLANE,—the line on which our French com- petitors have so gallently led the World. With money actually available, subject only to Treasury sanction, and with the evidently strong feeling in the House of Commons that we must do more to develop air transport than we have done in the past, and with this growing feeling all over the World in favour of air transport, there is evidently a psychological momentum gathering all over the World which will make the fortune of everybody in the Aircraft Industry who has the good sense to judge the demands of the market and is able to make what the market wants. : All that is needed beyond that is cordial co-operation between all concerned in the building of aircraft. The Admiralty has, one is told, agreed to send an aircraft carrier to the British Exhibition at Buenos Aires next March, and to take samples of aeroplanes and material in it, if the Trade will pay for the fuel. There, for example, is an excellent chance for co-operation between all classes of the Trade. In the meantime, if the makers of raw materials, parts, and accessories will co-operate with the makers of aero- planes and engines in putting all their products before buyers and potential buyers all over the World, we shall distinctly hasten the period of good trade in this country which is now due.—c. G. G. 2» “ ee TO BUILD BRITISH TRADE.—The new green and cream Desoutter (Hermes) bought by Cirrus Aero-Engines Ltd. for the conveyance of their representatives, one of the smartest aeroplanes in London. vigtizedby GOOGLE

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— The Aeroplane May 21, 1930 THE AIR TRANSPORT (SUBSIDY AGREEMENTS) BILL. In the House of Commons on May 13, moving the Second Reading of the Air Transport (Subsidy Agreements) Bill, the Under-Secretary of State for Air said that the purpose of the Bill was to give the President of the Air Council, the Secretary of State for Air for the time being, statutory authority to enter into long term agreements to spend by way of subsidies up to £1,000,000 in any year for the next ten years. The amount was a gross figure and included Appropriations-in-Aid, for instance, in the Cape to Cairo service. These Appropriations would amount to more than 68 per cent. of the cost of subsidies. The covering figure of £1,000,000 had been made in the light of possible develop- ments in civil aviation. Sir SAMUEL HoaRE Said that he had already ventured the criticism that it was unnecessary to ask the House to give the Air Ministry powers it already possessed. The actual expenditure the House had been asked to vote in the present Air Estimates was £428,000. If this new Bill be- came law an expenditure was contemplated of more than double that amount. He asked the Under-Secretary of State for Air what lines of policy were behind the actual terms of this Bill? What new lines had he in mind as fitting objects for the increase in subsidy. At present the Imperial Airways Company had a monopoly of subsidy over the main Euro- pean Jines, over the line to India and over the contemplated line to Cape Town. He imagined that the Government had no intention of breaking the agreement with that Company and therefore they did not contemplate subsidis- ing other services on the three main Imperial Airways lines. The Under-Secretary of State for Air had already said that he could do nothing to help the proposed civil air service in the West Indies. He would like to know whether the Government contemplated subsidising an air service to South Africa along the western route to take on its way the West African dependencies of the British Empire? Did the Government contemplate subsidising lines outside the British Empire, like the air line across the Southern Atlan- tic to South America? Did the Government contemplate subsidising short distance air lines over these shores or between Ireland and Liverpool and London? With regard to the proposal to include subsidies to air- Ships in this general authority, airships were at present in an experimental stage, although it was proposed that with- in the next few months one of them should fly to Canada and the other to India. Supposing these experiments suc- ceeded, how did the Under-Secretary of State for Air pro- pose to bridge the gap between the experimental stage and the operational stage of a regular airship Service. When, an enterprise was new and uncharted, as was the development of airships, the sooner the Government could get out of it and private enterprise come into it the better for everyone concerned. The time had come when we should begin to consider the possibility of creating an Empire Airship Transport Company. The overhead charges of an airship company would be so great that he was afraid that no single company would be prepared to face them. The Bill envisaged a period of ten years, a very long time in the history of aviation considering that it was about half the life of the whole period of air transport. The limited number of civil air liners at present plying regularly over two or three lines had built up for themselves in the world a remarkable good-will. They had a fine record for regularity, safety and punctuality, but no one would say that we should be satisfied with the present state of affairs. We had gone slow. We first had to show the world that an aeroplane could start definitely at a regular time and that it could carry passengers and freight comfortably and return at a definite time. But that was only the first stage, and he would be very sorry if, during the years con- templated under this Bill, the progress of the next ten years proved to be as slow as the progress of the last ten years. At present there were about 30 British air liners flying backwards and forwards between certain given points, car- rying passengers, mails, and freight. Their average speed was something under 100 miles an hour. Although great improvements had been made in recent years they did-not carry passengers in any great comfort as compared with a modern train or an Atlantic liner. They were still noisy, the cabins were narrow and the aerodrome was very often a long way from:the point to which the passengers were going. He suggested that a substantial part of the proposed sum | should be devoted to the encouragement of new experi- ments with a view to trying out new kinds of service and new methods of operation. It would be wise to encourage diversities of types of machines and diversities of services, to make the experiment and differentiate between passen- ger services and mail services upon some given line. The existing machines only went 100 miles an hour, they travelled by stages of not more than 300 or 400, at the utmost 500 miles, and they did not fly by night. From the point of view of the mail services the post was not gaining the advantages that it might gain under a much quicker kind of service. Some of this money might be devoted to an experiment on mail services with small, quick machines travelling at the rate of not less than 150 m.p.h. for stages of 700 miles. These longer stages would avoid some of the complications of landing in foreign countries. With a service of this kind mails could be taken to and from India in about 36 hours instead of the six, seven, or eight days now taken by the passenger service. With a similar experiment it. might be possible to take British mails to South Africa and bring back the South African mail in 72 hours for each journey. Passenger lines could be made a great deal more popuiar and attractive than they were at the present time. The number of passengers was Still less than many had hoped. With increased subsidies it would be wise to insist upon the development of much bigger and more comfortable passenger machines than at present. Experiments might be made down the West Coast of Africa by big flying-boats in which much greater advantages could be offered to the passenger. He thought that the really big machine of the next ten years would be the flying-boat rather than a land machine. The practical difficulty of the big aeroplanes was the strain upon the wheels when they landed and the difficulty of finding aerodromes large enough for them to land and take off. A useful and practical service would be with flying-boats that would take 30 or 40 people and even “more at the end of ten years. If the development of the next ten years was going to be EARNING THE SUBSIDY.—Delegates to the Conference of the Incorporated Sales Managers’ Association at Scarborough emplaning at Croydon in an Argosy (three Jaguars) cf Imperial Airways Ltd. ~

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May 21, 1930 | The Aeroplane Sia WORLDS RECORDS OF THE ARMSTRONG SIDDELEY GENET Light Aeroplanes, 3rd category, single seaters, weight 200-360 kgs. (440.778 Ibs.), distance in a straight line, July 17th, 19:9: D. S. Zimmerly, Barling, U.S.A., N.B. 3. 80-88 h.p. Genet, 24,500 kms. (1,553 | miles). 1T RECORD Light Aircraft, 3rd category (sing'e seaters weighing less than 350 kgs.), Altitude (France). Albert monoplane fitted with 80-88 h.p. Genet. engine at Le Bourget, February lith. 1930, 7,730 metres. The 80-88 H.P. 5-CYLINDER GENET is the lightest light aeroplane engine in its. class. There is no more robust, economical and reliable light engine in the world. FLOWN AND KNOWN ALL OVER THE WORLD : ‘ARMSTRONG SIDDELEX MOTORS LIMITED, Coventry. England and 10, Old Bond Street, ARMSTRONG _ SIDDELEY GENET ENGINE . Best for Light Aircraft i | . 7: - . € . . ‘ v KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.°~ “~ aes

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$24 me a * a to a large extent upon the really big flying-boat, the incon- venience to the ordinary passenger would be greater in the future than in the past, for instead of going by car to Croydon from London, he would have to go to Southamp- ton, or Liverpool or Portsmouth. Under these subsidies a place should be found for experimenting with air taxis, a small machine, with great controllability, which could rise and descend in a very small space and take a passenger from the centre of a great city to the aerodrome or port from which the long-distance service started. There was a machine known as the auto-giro which could rise and descend almost vertically, which might make pos- sible an air taxi service between London and the port of emigration. The Fleet Air Arm had already shown that it was possible for high-speed machines to land safely and take off from the deck of ships themselves going at great speed. The problem of flying an autogiro in a compara- tively small space in the centre of London and landing again was really a much simpler problem than that of landing a high speed fleet bomber on the floating deck of an aircraft-carrier. [The problem at present seems to be to get an auto-giro off the ground in twice the length of run needed by an ordinary aeroplane.—c. Gc. G.] Mr. MONTAGUE asked Sir Samuel Hoare how he would make the experiment, and SiR SAMUEL Hoare replied that he would make the experiment by actually making the service. He did not think a single experiment would be sufficient. Continuing, Sir Samuel said that he would also suggest that when such questions as the future of Charing Cross Bridge and Charing Cross railway station came up for con- sideration, the Secretary of State should, in connection with the future of air transport, make strong representations to the Ministry of Transport and to the various authorities concerned, that an opportunity should be given for the construction of some big, flat roof, or other space provided, which would make possible such an air-taxi service. He wanted to avoid Civil Aviation subsidies degenerating inte nothing more than a dole to keep alive one or two The Aeroplane . BUILDING BRITISH TRADE.—A Bluebird’s Nest in Rhodesia. May 21, 1930 + 3 Is SS Se civil transport companies during a period of years, and then, as the ten years ran out the Air Minister of the day saying that he must have another ten years’ subsidies because Civil Aviation was no more self-supporting than when the subsidies started. This money should be used not as a dole but as a temporary stimulus to help to make Civil Aviation more self-supporting. We had a very good record in the field of operations. We stood, perhaps, the highest in the World in the matter of safety and reliability. We had first-class ground organisation over the routes already in existence and we had the best pilots in the world. A development upon these foundations would make progress much faster during the next ten years than had been possible in the first chapter of the history of civil flying, and at the end of ten years no further Bill would be necessary and Civil Aviation would be economic. Mr. L’ESTRANGE MALONE Said that in the development of air work where a new service and a new industry was being developed, there must be long-term contracts. The settlement of orders spread over a long period—it might also apply to military aviation with great benefit—would be of great benefit to trade and industry. He wanted to know what were the developments that the Air Ministry had in mind. We were losing our position in many quarters of the globe where air transport was going to be a subject of tremendous development. There were French and German companies already in South America and not a single British company. As far as the routes to the Far East were concerned, either across Siberia or any extension of the routes to India, either Russian and German services in the first case, or French services in the other, were getting in first and in fact were the only companies in the field. [Why leave out Holland, which has gone further and done better than any of them—and with British engines too?—c. G. G.] There was also the trans-Atlantic route. We could not fly across the Atlantic regularly with heavier-than-air craft and airships were not likely to fly across regularly for years, but the use of aircraft in connection with steamships meant a saving in time of many hours. That service was already being operated by other countries. He hoped that in the liners now being laid down something would be incorporated in their design to admit of aeroplanes flying from the ships when they arrived 300 or 400 miles from this country. The Indian air route was doing very badly commercially. The gain BUILDING BRITISH TRADE.—A slotted Bluebird (Gipsy engine) belonging to the Rhodesian Aviation Co. Ltd., of Bulawayo, and piloted by Captain B. Roxburgh Smith, D.F.C. The machine is here seen near Victoria Falls. Diditiaaail Google

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May 21, 1930 The Aeroplane 925 (‘Aeroplane '' Photo. ‘The finest example of steel construction the aeronautical world can show to-day.” ~ The BULLDOG ALL-STEEL, SINGLE-SEATER FIGHTER Destgned and Manufactured by T HE BRISTOL AEROPLANE C0 %4 be 1) w¢ FILTON BRISTOL. Telegrams: Aviation, Bristol. Telephone: 3906 Bristol. a et We Ge Se 2 en Ney fe "Sad Ue oe i s “9 Ms t 7) _— ~~" he a : : *y 9% ee - “Te 4 EX . Sa nid . ae tere ys 7 ie - o “? a te st Say : % ee B.. Pas see ? Ses 4 oe + see wo As \ =" RO Teac s < ee o-= soe $n a eas A. : \ 7 {4 r KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The 926 Aeroplane May 21, 1930 to commercial interest in Bombay and Calcutta was not good enough to justify the payment of the extra money and there had been far too many accidents and breakdowns. The factors that were pre- venting development over new routes were the lack of initiative of the Air Ministry and the need for spending money. Before the House gave the Air Ministry sanction to enter into contracts amounting to £1,000,000 a year for ten years, it ought to know what new routes the Air Ministry had in contemplation. Also what had happened to the Consultative Committee. What amount of money did the Air Ministry intend to spend upon lighter-than-air craft in the next ten years? Was it true that they were going to build a new airship and to start a new method vt mooring mast. If we were going to launch out into a seven mil- lion cubic feet airship, that money was going to be poured down the sink. The R.100 and R.101 were failures, both commercially and technically. They could not carry a load that would make them pay commercially and they could not fly fast enough to make any long-distance flight in any wind other than in a light breeze or in a dead calm. The man who designed the airships and was re- sponsible for energising three Governments to spend over £2,000,000, had turned King’s evidence and described the failure of the two airships in a book. The Air Ministry knew they could not come before the House and ask for approval to build a 10,000,000 cubic feet airship because that would mean rebuilding all the airship sheds all over the world, So they were in favour of going on with a scheme half way between the airship which had proved a failure and the airship which Sir Dennistoun Burney thought would be a success. He hoped for an assurance that no policy of this sort was contemplated. [All this about airships is sheer nonsense. The airships, like Mr. Malone’s essay in Bolshevism, which cost him his Service rank, were an ex- periment, but they differ from his in not being failures. Considered as experiments both R.100 and R.101 are highly successful. There are certain obvious constructive criticisms possible about both of them, but none so fundamental as those which might be made of Mr. Malone himself.—c. Gc. G.] VISCOUNT LYMINGTON Said that obviously the great commercial com- munication lines of the future must centre on such islands as those between Australia and India and those of the West Indies, situated between great continents and between great commercial centres. It was worth while risking more money and applying more money to envisage, with real imagination, some hope for the future, to get’ an air service where we in this country would have been the pioneers and would have the first whack of prosperity that might be coming. An effective compromise could not be made, except at great price, to get an air service that would carry both passengers and mails with equal success. In America they had an enormous commercial air mail service flying by night and under all conditions with the routes lit from start to finish, but they would not carry passengers on them. Canada, as a link between the Far East and ourselves, had more need than any other of our Dominions for a great air service and a great air policy. Here was a chance for us to step in with imagination and with the help of the Canadians. [Thank you! But Canada knows far more about air transport than we do, and is much better able to help us than we are able to help her, the Lady of the Snows.—c. G. G.] Another point which had not been stressed was the desirability of getting machines of our own manufacture into the air services of the world. A system of subsidies might be directed towards the factory just as much as towards the actual manipulation of the air services. We should encourage the mass production of commercial aircraft. To-day we had some 28 machines as our commercial air fleet and we had an airship tied by a nose ring to a post—like a bull at a fair—or two airships, but that was the total of which we could boast to-day. [That is merely because hitherto we have not brother, and Mrs. V. Florance. VETERANS.—The picture shows a Puma-engined D.H.9, piloted by Mr. Ray Parer, who in partnership with the late Mr. McIntosh, flew from England to Australia in 1919. Mr. Parer and the old Puma-Nine may in these days fairly be regarded as made what the market has wanted, and because our great financiers have not, till lately, been interested in aviation.—c. Gc. G.] Major MILNER aSked whether the subsidies would be made available to local authorities who, if not willing to provide regular services, were av least willing to provide aerodromes. [Public money is already available for this purpose under some scheme for the relief of unemployment.—c. Gc. G.] Mr. BAILLIE HAMILTON supgested that some guarantee should be given by British companies that when they were provided with sub- sidy money they would devote some of their energies and some of that money to popularising British aircraft all over the World. CaPTAIN SIR WILLIAM Brass wanted to know, like Sir Samuel Hoare, whether experiments could be made with this money or whether it must be spent on companies now in existence or which will exist in future. He would,like to see the mails coming from South Africa taken off by catapult near Madeira and then brought by air, or the mails from East Africa delivered by air from Aden. [But why not bring both lots all the way by air? Why advocate half measures, and mix up practical aviation with the Marine Mind?—c. ac. Gc.] He thought that if people’s letters were delivered by air mail regu- larly they would take opportunities themselves to go by air. Would the subsidies include money for aerodromes, for night-flying aero- dromes, meteorological services and for experiments in making big fiying-boats? Was the £1,000,000 cumulative. Could the money not spent in one year accumulate and be spent the next year? REAR-ADMIRAL SUETER aSked who was advising the Air Ministry about where we could carry mails economically and efficiently. He thought Canada might be approached to see whether they could develop the air services in the West Indies on Imperial grounds. [There does not seem to be enough business in the West Indies to make such an effort worth while.—c. ca. G.] He thought that probably we might have to run our mails straight from this country to Malta in future. We ought therefore to develop Malta as a first-class air base. He asked what was being done to make large flying-boats more seaworthy and thought that something ought to be done to give them more buoyancy so that when they came down on the surface of the sea they would not break up at once. ’ Was the Director of Civil Aviation getting the latest instruments for flying in fog and sandstorms? Mineral springs might be found in Canada from which we could get helium gas for the greater safety of airships. He would like to know what assistance was being given to those who were running the small airship A.D.1 in this country. He thought it would be a retrograde step to divorce Civil Aviation from the Air Ministry. [A diversity of ideas, and some of them worth further consideration.—c. G. G.] Mayor ELLioT raised the question of the Abbot's Inch aerodrome which, he said. had been seized by the Air Ministry for the Auxiliary Air Force after it had been selected by Glasgow for a municipal aero- drome. Mr. MONTAGUE, replying, said that the Bill did not provide money for Civil Aviation and would make no difference in the authority of the House over the expenditure upon subsidies or upon Civil Avia- tion under the Estimates. The Bill was to give statutory authority to the President of the Air Council or the Secretary of State for Air to make long-term agreements instead of allowing the whole question of those agreements to rest upon the year-to-year financial sanction of the Estimates themselves. The agreements would have to be settled by the House of Commons on the appropriate vote, but if an agreement was entered into there would be a statutory authority for it and even a change of policy on the part of a succeeding Government would make no difference to payments under that agreement. The Air Ministry had a number of schemes on hand at the present moment and must get on with those services before they could con- sider any other large scale services. The Air Ministry were probing PAG BS With him is Mr. Cyril Parer, presutnably his among the veterans of aviation. The machine and crew are here seen leaving Wau, Bulolo, New Guinea, where the gold mines are, on Dec. 30, 1929. They arrived at the coast at Salamoa after what Mr. Parer described as the roughest flight he had ever had. This route makes possible by air in 25 minutes a journey which by land takes between a fortnight and three weeks. 6,000 ft. before gliding down to sea-level. Aircraft start at a height of 4,000 ft. and cross a mountain range at The photograph was sent by Mr. R. K. Copperthwaite.

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928 The Aeroplane May 21, 1930 every possible direction in order to come to a solution on the West Indies question. They hoped to find a solution and if a scheme was found to be practicable on the larger lines of Canada, the West Indies and South America no one would be better pleased than the Air Minister and himself. [To do this job properly we should come into direct competition with Pan-American Airways, and to be success- ful would cost us far more money than the job would be worth. This is a route for which Canada and the West Indies should pay. We should do far better to concentrate on a line from England to South America and by West Africa to the Cape.—c. c. c.] The next stage of the airship programme must be upon lines that would be of practical use for the possible commercial development of airships. Experiments must be made in order to know what kind of regular service airships of this kind could undertake. The Consultative Committee had met regularly and gone very thoroughly into a number of important questions. He did not pro- pose to make these reports public. The first report was on the ‘sub- ject of the West Indies and the second report dealt with the general question of aircraft manufacture and the relations of the Air Ministry to trade in regard to the conditions of manufacture. The third report would deal with the very important question of scientific research and development. With regard to co-operation with Canada in the development of aviation, Canada had her own aircraft lines and was enterprising and vigorous enough to develop her own aviation. The subsidies provided for air services were intended for maintaining Imperial Communications. [One hopes this includes Imperial Trade Communi- cations with countries out of which we can make a profit and not merely with Crown Colonies which hope to make a profit out of us.—c. G. G.] The cost of a breakwater in Malta would be very formidable. The Air Ministry had not been in competition with the Corporation of Glasgow for the purchase of the’ land at Abbot’s Inch. The Air Ministry had that land in mind quite a long time ago, although the purchase had been delayed on account of certain technical difficulties. The Air Ministry were most desirous that municipal aerodromes should be encouraged but military conditions had to be considered. He hoped that the Corporation of Glasgow would not slacken their efforts to establish a municipal aerodrome. Mr. Manbder asked whether it would be possible to pay subsidies to' municipalities for light aeroplane clubs which might decide to run passenger or other services to different parts of England. He would like to know why the Indian Air Mail service was re- verting to the route by the coast of Italy which was longer than the present route by Athens after the Italian Government had made a@ great many difficulties. , He would like to see Civil Aviation taken away from the Air Ministry and put in either a separate department by itself or under -the Ministry of Transport. . Sir PHILip Sassoon said that compared with the sums which were annually spent by other countries, the sum of £1,000,000 was not much to boast about. He would like to know whether any plan or policy was being prepared in connection with this sum of money. Did it mean business or was it merely a gesture? He hoped that in one way or another the, whole of the sum for which powers were now being taken would be spent. The develop- ment of Civil Aviation did not depend only upon giving subsidies to air lines, there were many other ways, through survey companies, light aeroplane clubs, etc. No one had greater admiration than himself for Imperial Airways in’ regard to reliability, punctuality and safety: They were the only nearly self-supporting company in the World and had got nearer than any other to the ideal of flying by itself, but they were in a position of splendid isolation in that they were the only British sub- Sidised air line. He was not a believer in unrestricted competition. but he thought a little competition was good for the soul. He would like to be assured that the whole of the sum in subsi- os | dies was not going to Imperial Airways and that all of it would not go to airships. He would like to see one or more flying compantes in this country for the purpose of developing other air lines both with- in these islands and outside. There was no lack of openings within the Empire or between parts of the Empire and other countries for other services which would not compete with Imperial Airways but which would act as a challenge to Imperial Airways to maintain the same outstanding position that they had held so far among the air lines of the world. [Excellently put, and quite the best thing said in the debate except. for some of Sir Samuel Hoare’s suggestions.—c. c. G.] He hoped that subsidies might be given to encourage mail services as distinct from services which carried mails and passengers. Mails. were carried between San Francisco and New York at a speed of 150 m.p.h. and there was no reason why we should not equal that. It ought to be possible to send a letter to India and get a reply by air in the same time that it now took Imperial Airways to do the journey one way. At present except for very special services the amount of time taken made it hardly worth the extra cost, but if a letter could be got to India in three days it would put the ser- vice in quite a different category, and a far wider public would be encouraged to take advantage of this quicker method. Our important trade with South America would be immensely as- sisted by speedier methods of sending mails. The French had already started a service of mails to South America and with all our important interests in South America we ought not to be de- pendent on foreign lines. CoLONEL WepGwoop protested against giving large grants of public money to private companies without securing on the boards of those companies some representation of the public interest. [Imperial Air- ways Ltd. have a Government Director, so what is he grumbling at?—c. G. G.] Mr. ALBERY aSked for an adequate air service between this country and Ireland and said that he thought that the authorities of the Free State and of Northern Ireland would go more than half way towards bearing a share of any subsidies that might be involved. [Who wants to communicate with Southern Ireland, anyway? And the weather in the North of the Irish Sea makes an air service impossible for about 70 days in the year.—c. Gc. G.] Mr. Hopxin asked for an airship base at Pembroke Dock. Mr. C-taRLES WILLIAMS appealed for the West Country and wanted air bases at Plymouth, Devonport and Torbay. He also wanted to know whether the money could accumulate. He pointed out that under modern conditions in the next few years there might be some invention which might render many of these agreements so much waste paper. He thought that there should be in the Bill definite terms laid down that the bulk if not the whole of the material used and subsidised by this money should be of British origin. [Also an excel- lent idea.—c. c. G.] He believed that if we left Government contro! out of these matters our air services would develop very much quicker and in a very much more lucrative way. Mr. Everarp said that as English people were finding this money they were entitled to the first benefits of the expenditure. Was there any likelihood of different firms and individuals wishing to start new forms of air transport in this country receiving any of this money. We were going backwards in certain respects. Two years ago there had been air transport to the Channel Islands. That ser- vice had since been discontinued. Another firm had taken on the service last year but to-day there was no service at all. Part of this money could well be spent in the improvement of the aero- dromes in this country and for better ground organisation. No subsidy should be given to any company for the use of any machine any part of which was of foreign manufacture. [Sound enough, but this money is to subsidise actual services. It cannot well be spent on local aerodromes and such things. What is needed is the de- velopment of air lines along trade routes which are not necessarily strategic airways.—c. Gc. G.] : te ae -_— c. ee ‘ - . - a > WN » SF ewe remem . ; WAS Ces ii RS be S Sur 4 eabiissiiihs sili Hi Peocieseeeeedaei eae ttt eeitidd j hit J ; fre" =. ; y " ' ? : ae \ ® ~ a => . ’ ad Ps 2 sb r “a ’ or te 5 oe iy! ve ie ~~ . three minutes, you alight in Croydon Aerodrome.

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May 21, 1930 The Aeroplane ROLLS-ROYCE : (F)—Driving Gear for Auxiliaries . The Rolls-Royce design of free coupling shafts, splined at both ends, while eliminating any possibility of strain due to slight errors in alignment, also provides a ready means of obtaining a fine adjustment when timing magnetos or camshafts. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ADVANTAGES OF THE | ‘ AND ‘H? ENGINES at 929

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930 The Aeroplane May 21, 1930 THE SOUTH ATLANTIC MAIL. On May 13 M. Jean Mermoz, of the Compagnie Général Aéropostale, alighted on the harbour at Port Natal, Brazil, after a non-stop flight with mails from St. Louis, Sénégal. The Latécoeére 28 monoplane, with 600 h.p. Hispano-Suiza engine and float undercarriage, made the journey of 2,150 miles in 21 hours 15 min., or an average of just over 100 m.p.h., and was in constant wireless communication with St. Louis, Fernando Noronha, and three vessels which were patrolling the route. This feat marks the beginning of the first regular air mail service across the South Atlantic, and completes the line of the C.G.A. from Paris to Santiago de Cnilc, or nearly 15,000 kilometres by air. The frequency of the service is not yet settled, but air crossings should be made each way once a week before long. The result will be the possibility of bringing Brazil, Argen- tine, Uruguay, Paraguay and Chile within three to five days of Europe instead of seven or eight days, which is the time taken by combined air and fast packet-boat transit at present, or 17 to 21 days by steamboat. The mails carried by M. Mermoz to Natal had at that point travelled 4,777 miles in two days, and were at once trans-shipped to another aeroplane for Rio de Janeiro, Montevideo, Buenos Aires and Santiago. Jean Mermoz is 28 years of age, but has 3,500 flying hours to his credit and a number of extraordinary exploits in commercial aviation. He has twice been captured and ransomed from the Moors on the West Coast of Africa, dur- ing duty on the Aéropostale line between Morocco to Dakar, and once he landed and rescued from hostile natives an- other pilot whose machine had been forced down. He inaugurated the night-flying service in Argentina over most difficult country. His adventures among the mountains of South America include one occasion on which he saved his machine and passenger from rolling over a precipice by jumping out and using his body as a chock, and another on which he was stranded for three days in the Andes at an altitude of 13,000 ft., but took off downhill without assistance. He holds the Gold Medal of the Aero Club of France. The navigator, M. Dabry, is an expert on the aerial appli- cation of this science, and M. Gidie, the wireless operator, was in constant communication with both sides of the Atlantic throughout the flight. On behalf of all good British sportsmen one tenders hearty congratulations to MM. Mermoz, Dabry, and Gimie, and to the C.G.A., and to the Latécoére Company, and to our old friends Hispano-Suiza, on having combined to perform a feat which marks a new epoch in the history of the World's aviation.—c. G. G. THE GERMAN AIR ESTIMATES. The Berlin correspondent of The Times reports on May 15 that the Reichstag Budget Committee has just discussed the Air Estimates, which as Germany has no military air force, provide only for the needs of Civil Aviation. The 1930 estimates as presented amount to 42,403,500 m. (£2,120,170) as against 27,961,612 m. (£1,398,000) voted in 1929, when a supplementary Budget, however, added another 10,775,000 m. (£538,000). About three-fourths of the amount estimated is allotted in subsidies to the aircraft industry and to air transport. The industry receives, if the estimates are passed unaltered, 12,445,000 m. (£622,250)—5,445,000 m. for technical research and development, and 7,000,000 m. for its ‘economic furtherance.” Air transport receives, hrough the Luft Hansa 19,000,000 m. (£950,000)—16,000,000 m. for European services, and 3,000,000 m. for services to the East or America. An amount of 3,150,000 m. (£157,500) goes to the Zeppelin works for airshiv construction. The Minister for Communications, Herr von Guerard, said that the German aircraft industry could not compete in- ternationally unless it obtained some substitute for the mili- tary contracts which were the backbone of the aircraft industry abroad. He said with reference to the proposed long-distance routes that the trans-Siberian service would not be econo- mically worth while and that the Moscow-Pekin-Shanghai section led across the emptiest areas in the World. He would not therefore countersign the Luft Hansa contract ‘vith the Chinese Government and Chinese Navigation Com- pany. Support should rather be given to the Berlin- Constantinople-Angora-Baghdad route which would eventu- ally connect with the British lines to India and possibly Aus- tralia. The second service to be supported must be the route to South America. A Ministerial spokesman said that financial help towards the export of German aircraft was proposed. He mentioned a figure of 2,000,000 m. (£100,000). The Times correspondent says that the Minister’s state- ment might be read as a plain hint to Moscow that German patience is not inexhaustible, for Luft Hansa have vainly tried for years to get Soviet agreement to the opening of a trans-Siberian service. A ROYAL ENTRY FOR THE KING’S CUP. THE AEROPLANE has been unable to get official confirma- tion of the report that H.R.H. the Prince of Wales is to enter a Hawker Tomtit (Armstrong Siddeley Mongoose engine) for the King’s Cup Race, or that his pilot will be Sq. Ldr. Don. But much less likely things have happened. If the Prince should enter a machine of his own the entry would be a happy omen for the Sport of Flying. MISS JOHNSON’S FLIGHT. Bad luck, at least as compared with smiles of fortune on the first week of her flight, descended on Miss Amy Johnson in her effort to fly to Australia in fast time soon after she left Calcutta. The subsequent weather lived up to is evil re- putation at this season of the vear. As far as Akyab all went well, but from then on torrential rains and practically no visibility combined to test her nerve and concentration to the utmost. With a pertinacity that would have done credit to far more experienced pilots Miss Johnson kept to her course, and when she reached Insein, some miles north of Rangoon, she thought at first that it was her objective. Some minutes further flight in the storm, during which she, failed to find Rangoon, caused her to return and attempt a landing on the small playing fields of Insein. After coming safely to earth the Moth rolled into a small ditch and tipped up, breaking the airscrew and damaging a wing. Repairs took nearly two days, so that Miss Johnson lost the lead which sne had held up to that point over the time taken by Mr. Bert Hinkler. The Moth was taken by motor lorry to Rangoon. On May 16 Miss Johnson took off from the Race-Course at Rangoon in heavy rain intending to fly to Bangkok, Siam, about 350 miles distant. After a vain attempt to find Moulmein, on the West side of Dawna Range, as a guide to the Three Pagodas Pass, Miss Johnson attempted to cross the mountains by climbing to 9,000 feet and flying blind among the clouds. After a northern detour in search of clearer weather Miss Johnson found she was still to westward of the mountains, and again searched for Moulmein but without success. <A second attempt took her over the Dawna Mountains into Siam, but she was off her map section and flew southward for three hours through rain and clouds before picking up a railway junction which led her to Bangkok. The repairs made at Rangoon stood up well, but Miss Johnson declared her spare airscrew allowed her engine to run too fast and overheat. From Bangkok she set out for Singapore on Saturday, May 17, but delays from bad weather decided her to land at Singgora when there was no hope of beating Mr. Hinkler. The Singgora-Singapore leg was successfully flown on May 18, and Miss Johnson, escorted by two seaplanes of the Singapore Flying Club, arrived over the city, and then landed at Seletar Aerodrome. A new wing was fitted by the Club to replace the one damaged at Rangoon. On May 19 Miss Johnson landed on a sugar estate known as Tjomal, some miles east of Tegal on the island of Java. She had intended to reach Sourabaya but ran short of fuel and had to find a landing ground after flying 800 miles. The shortage of petrol seems to be caused by the unsuit- able airscrew allowing the engine to run too fast. Under such circumstances her chances of getting successfully over the long and dangerous last stage from Bima to Darwin are bad enough to justify considerable anxiety. But, if this story of the airscrew be true, some inquiry should be made about why she was allowed to take it. THE DEATH OF DR. NANSEN. Dr. Fridtjof Nansen, who died at the age of 68 on May 13, will chiefly be remembered as an Arctic explorer of ex- ceptional ability, although he was a notable scientist, diplomat and public figure. He took a leading part in the separation of Norway from Sweden and in November 1905 he was appointed Norwegian Minister in London, a post which he filled with distinction until 1908. He was created G.C.V.O. in 1906. After the War 1914-18 he became a firm supporter of the League of Nations. He became famous for his famine- relief work and settlement of refugees. He was one of the founders of the international society to prosecute scientific research from the air and he had planned to lead an expedition which should survey the North Polar Basin. The Graf Zeppelin was to have been used, but various difficulties with insurance cropped up. Dr. Nansen was to have read a paper on “The Aims and Objects of the Aero-Arctic” before the Royal Aeronautical Society on Mar. 14, but had to cancel the engagement. As a man his personal charm won for him hosts of friends even among those who realised the craziness of his unpractical ideas. And the same force of character which drove him and his men through his needless polar explora- tions drove many otherwise sane people to support him in his impossibly altruistic social ideas.—c. G. G.

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May 21, 1930 THE ROYAL The London Gazette. Air Ministry, May 13. RoyvaL AIR FORCE. GENERAL DUTIES BRANCH.—FIt. Lt. G. C. Stemp (Lt., The Buffs, R.A.R.O.) is granted a perm. comn. in this rank (May 1); Lt. A. M. Rundle, R.N., is re-attached to the R.A.F. as a Fig. Off. with effect from Apr. 30, and with seniority of June 16, 1924. The following are promoted with effect from May 14:— FLIGHT LIEUTENANTS TO BE SQUADRON LEADERS.—A. W. Fletcher, O.B.E., D.F.C., A.F.C., F. A. Norton, G. M. Lawson, M.C., G. A. H. Pidcock, S. S. Benson, A.F.C., P. C. Wood, A. C. Collier (Act. Squadron Leader), G. C. Gardiner, D.F.C. ; FLYING OFFICERS TO BE FLIGHT LIEUTENANTS.—A. E. Groom, D.S.M., R. L. Edward, J. R. Brown, D.F.C., L. H. Brooke, H. W. A. Fox (Hon. Flt. Lt.), A. H. Wheeler, G. D. Green, J: H. Woodin, C. C. Edwards, C. J. K. Coggle, N. A. West, R. J. A. Ford, R. G. Hart, M.C., W. H. Burbury, H. L. Drake, J. A. Tindall, A. C. Evans-Evans, Cc. F. ©. Coaker, J. R. Addams,, H. R. Bardon, N. S. Allinson, W. Mi C. Kennedy, J. G. D. Armour, J. E. W. Bowles, T. P. P. F. Fagan, C. W. L. Trusk, A.F.C., G. W. Tuttle, P. R. Barwell, P. V. Williams, R. Costa, T. H. Perry-Keene, G. H. Loughnan, F. C. Row- land, A. H. W. J. Cocks, G. W. Hayes, L. W. Cannon, H. H. V. Tristem, G. E. D. Lywood, G. M. E. Shaw, A. J. Holmes, L. Dalton- Morris, F. S. O'Hanlon, L. T. Pankhurst, J. S. Blomfield, E. E. Fallick, D. H. Gibbon. The following Pilot Officers on probation are confirmed in rank :— M. P. O'Reilly (Feb. 28); J. D. Baker-Carr, R. C. Dawkins, R. F. Fletcher, B. J. Hurren, G. B. Keily, C. R. Lousada, H. L. Messiter. J. S. D. Miles, C. V. Ogden, G. J. Pawson, H. A. Shotter, A. J. Tunnard (Mar. 15); C. Sarsfield-Sampson (Mar. 24); F. Lemon, V. C. F. Streatfeild, E. A. H. Tanner, (Apr. 10); E. H. Bellairs, H. R. Black, E. L. Brackenbury, W. K. Brett, E. H. Coleman, E. E. Ellison, R. Ellison, G. Farnhill, G. D. Fleming, K. D. Knocker, J. E. Loverseed, L. McHardy, W. R. A. Matheson, P. R. May, E. J. K. Megaw, D. A. Messiter, V. B. Myers, L. F. H. Orr, M. E. M, Perkins, G. W. Phillips, M. V. Ridgeway, N. C. Singer, H. C. Singleton, A. E. Smith, R. Todd, M. Watson, F. Whittingham, D. H. G. Wood (Apr. 13). The following Plt. Offs. are promoted to the rank of Fig. Off.:— E. J. Finnegan, T. Gadd (Apr. 12); C. E. W. N. C. Pelly, R. W. Wallace (May 2). Fit. Lt. A. H. Goldie is placed on the retired list (May 12); Flg. Off. A. V. Harvey is transferred to the Reserve, Class C (May 17). The following cease to be attached to the R.A.F. on return to Naval duty:—Lt. R. R. Graham, R.N., Fit. Lt., R.A.P. (Apr. 22); Lt.-Cadr. F. W. H. Clarke, R.N., Fit. Lt., R.A.F. (Apr. 25). The following relinquish the short service commissions on comple- tion of service (May 14):—Flt. Lt. S. P. George; Fig. Off. H. V. Smith, D.C.M. (Lt., Sherwood Foresters, R.A.R.O.). MegpicaL BRANCH.—FIt. Lt. (Quartermaster) J. M. Maxwell is pro- moted to the rank of Squadron Leader (May 9). RESERVE OF AIR FORCE OFFICERS. GENERAL Duties BraNcH.—The following are granted commissions in Class AA (iji.) as Plt. Offs. on probation :—B. E. A. Pollard-Urquhart Mar, 19); N. J. Tindal (Apr. 29). K. R. Boulton is granted a commis- Sion in Class A as a Pilot Officer on probation (May 6). The following Plt. Offs. on probation are confirmed in rank :— J. A. Ingles, S. H. R. Clarke (Apr. 11); G. A. Hornblower (Apr. 12); P. ©. Hordern (April 15); C. G. Fraser, J. E. Walker (May 6); E. G. Curtice (May 9). AUXILIARY AIR FORCE. GENERAL DuTIES BRANCH.—No. 602 (CITY OF GLASGOW) (BOMBER) SquapROoN.—The following to be Plt. Off.:—H. Land (Feb. 27). 7 Lino 4 YOST ot OO The Aeroplane 931 FORCE. Appointments. AIR . Week ending May 20. GENERAL DuTIESs BRANCH.—Wing Commanders D. Harries, A.F.C., _and J. Sowrey, A.F.C., to R.A.F. Depot, Uxbridge, whilst attending course at Senior Officers’ School, Sheerness, 5/5. Squadron Leader J. Noakes, A.F.C., M.M.,_ to Uxbridge, 9/5. Flight Lieutenants R. C. Savery, D.F.C., to No. 9 Sqdn., Manston, 10/5. P. R. T. J. M. I. C. Chamberlayne, A.F.C., to R.A.F., Training Base, Leuchars, 10/5. N. C. Saward, to No. 54 Sqdn, Hornchurch, 8/5. Flight Lieutenants D. S. Earp, D.F.C.,-to No. 22 Sqdn., Martlesham Heath, 6/5. <A. L. Paxton, D.F.C., to R.A.F. College, Cranwell, 9/5. F. W. Moxham, to No. 54 Sqdn., Hornchurch, 17/5. Flying Officers E. G. L. Russell, to R.A.F. Depot, Uxbridge, 2/5. J. V. Yonge, to No. 1 F.T.S., Netheravon, 5/5. A. Maughan, to Packing Depot, Sealand, 13/5. N. X. Sheldrick, to C.F.S., Wittering, 5/5. E. S. Finch, to C.F.S., Wittering, 12/5. G. J. Powell, to No. 608 Sqdn., Thornaby, 13/5. R. J. D. Drummond to R.A.F. Base, Gosport, 12/5. J. B. Mackenzie, to R.A.F. Depot, Uxbridge, 1/5. Pilot Officers B. A. Oakley, to No. 36 Sqdn., Donibristle, 13/5. D. J. Douthwaite, to R.A.F. Base, Gosport, 11/5. R. C. Keary, to R.A.F. Base, Gosport, 11/5. R. D. Cotton, to No. 32 Sqdn., Kenley, 8/5. G. D. Hoyland, to No. 33 Sqdn., Eastchurch, 28/4. E. F. J. L’Estrange, to R.A.F. Depot, Uxbridge, 1/5. D. Carr, W. J. Scott, and J. H. Bell, to No. 3 F.T.S., Grantham, 26/4. MEDICAL BRANCH.—Flight Lieutenant P. D. Barling, to No. 3 F.TS., Grantham, 23/6. Flying Officer A. H. Barzilay, to Station H.Q., Hawkinge, 17/5. Fatal Accidents, The Air Ministry regrets to announce that as the result of an accident at Ali Masjid, near Peshawar, to a Bristol Fighter machine of No. 20 (Army Co-operation) Sqdn., Peshawar, on May 14, 1930, Flt. Lt. James Charles Henry Tavendale, the pilot of the aircraft, and No. 363555 L-AC. Henry John Chapell, were killed. The Air Ministry regrets to announce that as the result of an accident at Kai-Tak to a Fairey III.F machine of No. 440 (Fleet Spotter Reconnaissance) Flight, attached to H.M.S. Hermes, China Station, on May 15, 362987 L-AC. Alfred John Jarvis, one of the three occupants of the air- craft, was killed. The pilot and the other occupant of the aircraft were not injured. The Air Ministry regrets to announce that as a result of the accident at Jhelum, India, to a Bristol Fighter machine of No. 20 (Army Co-operation) Squadron, Pesha- war, on May 5, Fig. Off. John William Hawke, the pilot of the aircraft, who was previously reported seriously injured, died in hospital on May 15. The Air Ministry regrets to announce that as the result of an accident at Risalour, to a Waviti machine of No. ll (Bomber) Squadron, Risalour, on May 17, Fle. Off. Richard William Alexander Stroud, the pilot of the aircraft, was killed, and No. 364367, AC.1. Charles Samuel Wiltshire, died later of injuries. The Set Piece at the R.A.F. Display. In the House of Commons on May 14, in reply to a question by Mr. Mander, the Under-Secretary of State for R.A.F. Depot, - A NEW FLEET FIGHTER.—The Hawker Hoopoe (Jaguar VIII) single-seat Fleet Fighter.

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932 Air said that the programme for the R.A.F. Display had now been settled, and that there would again be a set piece, which this year would illustrate air action undertaken by this country against certain pirates in full conformity with, though not arising out of, its obligations under the Cove- nant of the League of Nations and the Kellogg Pact. [For this the Air Staff, Plans and Operations, Intelli- gence, and all Departments concerned deserve full marks plus a bonus.—c. G. G.] Examinations for Specialisation. An Air Ministry Order states that the next examination for specialisation of Short Service officers of the General Duties Branch will be held on Dec. 2 and 3, 1930. The number of vacancies offered for competition on this occasion are, Aeronautical Engineering 15: Signals 4: Armament 1. Officers competing in this examination must be fit for full flying duties and must, on Aug. 1, 1931, be under 26 years of age and have completed three years’ service on a short-service commission. No officer’s name is to be in- cluded in the list of candidates unless he is eligible under these conditions and is recommended as in all respects suitable to hold a permanent commission and to specialise. ~ Special Assessments. The following officers have been awarded the special assessment, Distinguished Pass, on completion of a course of ab initio flying training at the R.A.F. Training Base, Leuchars :— Lieutenants, R.N., Flying Officers, R.A.F.—T. G. Carey, A. J. Tillard, G. K. Martyn. Notations have been made in the official records of the officers concerned. The Wearing of Plain Clothes. In the House of Commons on May 14, in reply to a question by Colonel Howard Bury, the Under-Secretary of State for Air said that the present regulations in the R.A.F. in regard to the wearing of plain clothes approxi- mated to those of the Navy. In view, however, of further representations which had been made to him recently, the Secretary of State for Air proposed shortly to bring the whole question again under review. The Glasgow Aerodrome. In the House of Commons on May 14, in reply to a question by Mr. Maclean, the Secretary of State for Air said that negotiations in connection with the acquisition of Abbot’s Inch aerodrome were not yet complete. In reply to a further question, Mr. Montague said that the Secretary of State for Air, although he had every desire to help the Corporation of Glasgow and had interested himself personally in the correspondence in which various sugges- tions for meeting the difficulty had been made by the Air The Aeroplane May 21, 1930 Ministry, he considered nevertheless that it was his duty to retain Abbot’s Inch for the use of the Auxiliary Air Force. Promotion Examinations. The following officers have successfully passee Promotion Examinations “B,” “C,” “E” and “F,’ which were held on Feo. 4, 5, 6, and 7, 1930:— PROMOTION EXAMINATION “ B.”’ Flying Officers:—Abrams, W. G., Allen, A., Allinson, N. S., Armour, J. G. D., Ashton-Jinks, C. P., *Atcherley, D. F. W., Barwell, P.R., Bennett, L. C., Bennett, R. R., Bett, A. P., *Brake, K. S., Brooke, L, H., Buckle, N. R., Burbury, W. H., Buxton, G. M., Cadell, C. S., Campbell, G. E., Campbell, W. G., Cheshire, W. G., Coaker, C. F. C.. *Costa, R., Dalton, Morris, L., Donkin, R. H., Eckersley-Maslin, C. E., Edmondes, M. R., Edwards, R. L., Edwardes Jones, J. H., Evans- Evans, H. A., *Ewens; F. G. H., Fagan, T. P. P. F., Fallick, E. E., Finch, E. S., Fitch, I. J., Ford, R. J. A., Fox, H. W. A., Griffiths, J. F., Groom, E. A., Hall, F. W. H., Hall, R. E., *Hamblin, R. EK. Harris, J. H., Hart, R. G., Hatcher, V. G. A., Hayes, G. W., Heard. C. M., Henderson, J. E. Me. C., Hill, A. E., *Hodder, F. S., Howes, A. M. Ds, iIrving, EE. H.,. John, 0. 85. Johnson; VHS C., Johnson, W. E. P., Jones, J. R., Keary, J. D’A., Lawn, J. F., Legg, R. J., Loch, H. G., Loughnan, G. H., Lowe-Holmes, P. W., Lucas, P. G., Lywood, G. E. G., Martin, H. H., Martin, L. G., May, F. M. V., Mahoney, G. J. C., Merton, W. H., Moloney, T. F., Moritz, P. A., Murray, E. A. T., Owen, A. H., Parker, H. M. G., Parker, K. E., Part, R. F., Pearson Rogers, H. W., Pickard, W. J., Pike, T. G., Pilcher, G. N., Platts, M. A., Pleasance, N. C., Pool, J. H., Purvis, H. A., Rowland, F. C., Shaw, G. H., Shaw, G. M. E., Shenton, R. F., Southey, H. F. G., *Spaight, W. J. M., Spreckley, H. D., Steedman, E. B., Stokes, E. G. C., Stokes, L. R., Tindall, J. A., Tristem, H. H. V., Trusk, C. W. L., Tuttle, G. W., Walker, H. J., Wallis, J. B. M., Ward, E. L. S., West, N. A., Wheeler, A. H., Wisher, H. G., Woledge, C. G. C., Woodin, J. H., Yarde, B. C. Reserve of Air Force Officers.—Flying Officers :—Browne, T. E. W., Clarkson, C., Debenham, H. G. W., Rimmer, W. F., Vine, L. E. PROMOTION EXAMINATION ‘C,’’ ¢ Flight Lieutenants:—-Adams, C. D., Allan, D. S., Allen, W. S., Anderson, D. F., Barbour, R. L. McK., Barraclough, C. E., Beards- worth, H. I. T., Bell, J. R., Bilney, C. N. H., Blake, E. A., Bond, F. E., Britton, E. A. C., Caswell, B. B., Chamberlayne, P. R. T. J. M. I. C., Chandler, C. K., Daddo-Langlois, W. J., de Burgh, D. H., De St. Leger, R. J. M., Fletcher, A. W., Flinn, C. H., Glashier, J. M., Gray, J. A., Harrison, J. S., Hatcher, C. J. W., Hay, J. C. M., Heslop, H. W., Hodson, G.°S., Holla&d, R. J. H., Howard, G. V., Hurley, W. M. M., Hyde, W. V., Ivelaw-Chapman, R., Jarvis, L. W., Knowlden, W. E., Long, A. J., MacNab, J. A., Maitland, C. E., Mann, W. E. G., Moody, H. M., Norton, F. A., Oliver, G. R., Pearce, F. L., Pendavis, H. V., Poole, W. H., Purdin, W. E., Rankin, A. J., Ranson, G. E., *Richards, W. J., Ronksley, F. H., Russell, B. H. C., Saker, H. J., Savile, F. C. B., Savile, W. A. B., Smythe, C. R., Staton, W. E., Traill, T. C., Warwick, A. J. Reserve of Air Force Officers.—Flight Lieutenants:— Clapp, O. W., Bennett-Baggs. J. L. N. PROMOTION EXAMINATION ‘“ E.”’ Flying Officers:—Bates, L. J. V., Bedford, F. H., Bray, L. L,, Dixon, F. E. R., Essex, B. E., Fleming, R. B., Haes, A. E, SOCCER IN ‘IRAQ.—The winners of the &.A.F. (‘Iraq) Senior Association Football Cup 1929-30. From left to right (standing): Cpl. V. Cheeseman (Secretary), Sjt. A. S. Read, Sjt. F. E. Whyte, L-AC. T. L. Davies, L-AC. E. C. Hughes, Cpl. C. J. Young. (Sitting): L-AC. R. Jenkins, Sq. Ldr. E. A. Fawcus L-AC. F. J. Gavin, Flt. Lt. C. H. Masters, AC. O. M. Jones. (O. i/e. “B” Sqdn.), (On the ground): L-AC. G. P. Hall, AC. A. N. Stacey,, AC. J. H,. Keay.

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May 21, 1930 - The Aeroplane | _ 982 THE HAWKER TOMTIT. (Armstrong Siddeley Mongoose Engine ) ‘Tur IpEAL: [TRAINING MACHINE AND THE ONLY TYPE COMPLETELY EQUIPPED FOR BLIND FLYING.” A ee THE H. G. HAWKER ENGINEERING COMPANY LTD., Specialists in Military Aircraft. Works : — Aerodrome :— KINGSTON. BROOKLANDS. = FLW ————SSSSSS = AIRCRAFT &GENERAL™ , eo —E—=E— KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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932B .- The Aeroplane May 21, 1930 Hanson-Abbott, O., Hemsley, B. W., Hesketh, R. N., Horsfield, C. B., Jenks, M. H., Law, N. M., *Ludlow, F. B., Mitchell, J. W., Park L. W.. Scarrott, G., Young, J. F. PROMOTION EXAMINATION ‘ F."’ Flight Lieutenants :—Davis, C. T., Denman, J. L., Farley, W. C.., Hobbs, J., Honey, W. A. O., James, T. S., Jones, H., Mason, J. V., Masters, C. H., Polden, C. J., Shakeshaft, J. C.. Vernon, L. H. The star against the names of certain officers indicates that they have obtained an aggregate of 80 per cent. or over of the total marks and will receive a special notation in their records. The Comrades of the Royal Air Force. Rules and regulations to govern what has been known as the R.A.F. Old Comrades’ Association and will be known in future as The Comrades of the Royal Air Force, have been drawn up by the Committee and include the following :— The objects of the Association are to foster esprit de corps, to encourage and promote social gatherings among the members and to render service to one another. The headquarters are to be in London. Membership of the Association is open to all Officers, Warrant- Officers, Non-Commissioned Officers and Airmen, whether serving or retired, gazetted, attached, seconded or transferred to or enlisted in the Royal Flying Corps, the Royal Naval Air Service, the Auxiliary Air Force and Special Reserve and the Dominion and Colonial Air Forces. The rates of subscription are Life Membership £5 or Annual Sub- scription 5s. All subscriptions are to be paid on joining and annual subscriptions thereafter in advance on Jan. 1 of each year. The President will be elected by the members at the first Annual General Meeting and the Vice-Presidents will be elected first by the Central Committee and in subsequent years by the members at the Annual General Meetings or at Extraordinary General Meetings. The Central Committee, consisting of a Chairman, Vice-Chairman, Hon. Treasurer, Secretary and eight members will be appointed at the Annual General Meetings and will administer the business of the Association and its funds and will meet at least four times every year. All freehold and leaschold property and invested funds of the Association are to be vested in the names of three Trustees to be appointed from time to time by the General Meeting. A General Mecting will be held every year and an Extraordinary General Meeting may be summoned at any time by the Central Com- mittee on fourteen days' notice in writing to Home members and Branches. No alteration or addition can be made to the Rules except under the authority of a three-fourths majority of members present in General Meeting. The Accounts of the Association will be audited and printed together with the Annual Report. A Branch may be formed on the authority of the Central Com- mittee and must be administered by a President, Vice-Presidents and a Branch Committee. Branch Funds will be administered by the Branch Committee and the accounts of each Branch will be _ pre- pared half-yearly and audited by two members to be appointed by the Branch Committee. Further information about the Comrades of the Royal Air Force can be had from William Coen, R.A.F. Station, Eastchurch, Kent. AN AUSTRALIAN CATERPILLAR An Exchange message from Melbourne dated May 15 states :— The pilot of an Air Force Bristol Bulldog fighter machine escaped unhurt by parachute when the wing of the machine collapsed while he was carrying out aerobatics. The aeroplane crashed and was wrecked. This is the first accident of its kind in Australia. EXAMINATIONS FOR AIR NAVIGATORS. An examination for Second Class Air Navigators’ Licences will be held, in London only, at the Air Ministry, Gwydyr House, Whitehall, on Monday, Tuesday, and Wednesday, July 7, 8, and 9, 1930. Application forms, the syllabus, and conditions of examination may be obtained on application to the Secretary, Air Ministry (C.A.2). Gwydyr House, Whitehall, London, S.W.1. Formal applications to sit at this examination must be made on Form C.A.2.c, and, together with the prescribed fees, must be received at the above address not later than Tuesday, June 17, 1930. Before a licence can be issued, candidates will have to pass the prescribed medical examination. Arrangements can be made for the special medical examination at the Central Medical Board to take place on Wednesday afternoon, July 9, 1930, if early application is made to be examined on that day. Otherwise special arrangements will be made. BRITISH AIRCRAFT FOR THE BUENOS AIRES EXHIBITION. In the House of Commons on May 14, in reply to a question by Mr. Matters, the Under-Secretary of State for Air said that the Royal Aero Club had been informed that the Schneider Trophy seaplanes were available on certain terms for the purpose of taking part in the Schneider Trophy Contest of 1931 and until it was known whether they were wanted it was not possible to make any arrange- ments for their being sent to Buenos Aires for demonstra- tion flights in connection with the British Empire Manu- factures Exhibition to be held in the Argentine capital next year. Mr. Matters asked Mr. Montague to take into considera- tion the fact that an aircraft-carrier was to be sent out there and that these proposed demonstration flights would give a considerable impetus to the sale of British aircraft. Mr. Montague said that he agreed, but that was a ques- tion for the Admiralty. Captain Cazalet said that this country had never sent an aeroplane of any kind to the Argentine, although every other European country had done spectacular flights there. [Captain Cazalet is wrong. Many British aeroplanes have been demonstrated in Argentina, but always at the expense of private enterprise.—c. G. G.] THE AGA KHAN’S PRIZE. The winner of the Aga Khan’s prize for the first solo flight between England and India by an Indian has been announced. He is Mr. Aspy Irani “ Engineer,” a 17-year old member of the Karachi Aero Club, who recently made the journey from England in his father’s D.H. Gipsy-Moth piloted by Mr. Chawla. He has definitely defeated Mr. Man Mohan Singh who exceeded the time limit for the prize, and Mr. Jehangir Tata, who landed at Croydon a day after Mr. Engineer’s arrival at Karachi. Mr. Ram Nath Chawla, with whom Mr. Engineer flew to England, was not eligible for the prize because he did not fly solo, but he has been awarded a special prize of £500 by the Government of India. So after all the Age Khan’s prize waS won by a non- Indian, in that Mr. Aspy Irani Engineer is definitely a Parsee and not any sort of Dravidian. The curious thing about the educated natives of India is that so few know what they are. Apart from Europeans, Parsees, Pathans and Jews—who as a rule do know their ancestry and are particular about it—the rest seem curiously indifferent. And yet to call a man an Indian is as indefinite as is calling a man a European. In Europe there is a clear distinction in breed between a North Irish- man and a South Irishman, and there is a huge racial dif- ference between a Bulgar and a Serb. Actually there is as much difference between one breed of Indian and another, which any uneducated Indian recognises. Semi-education seems to cause a curious kind of stupidity in this matter. And unless a distinction is made an immense amount of money will be wasted in trying to make pilots and mechanics of the wrong breeds.—c. G. G. SCARCELY TACTFUL. The French occupation authorities at Trier (Treves) in the course of their preparations for withdrawal, have sold by auction the Zeppelin shed and an aeroplane shed there for about £190. By a recent agreement between the Ger- man and French authorities these sheds could have been left for adaptation to civil purposes, subject to a German undertaking to demolish them in three years if they were not so adapted. THE THIRD TIME LUCKY? Mr. Smith and Lieut. Shiers, who were attempting to fly in a Ryan monoplane from Australia to England, have abandoned their flight. On April 24 they had a forced landing 40 miles from Bangkok, which so damaged the machine that the aviators have returned to Australia. Mr. Smith and Lieut. Shiers had a forced landing about 40 miles from Darwin when they were flying up from Sydney, and they were lost for some days. They had a wireless set, which enabled the search parties to locate them very speedily. IMPORTANT DATES. May 24.—Aerial Cross-Country Observation Oompetition of Norfolk and Norwich Aero Club. May 29—June 14.—Royal Tournament at Olympia. May 30.—Wilbur Wright Memorial Lecture by Mr. H. R. Ricardo. May 31.—Bristol Air Pageant (Bristol and Wessex Aeroplane Club). Otficial opening of Bristol Municipal Aerodrome (with R.A.F. support) and International Club Rally. June 3.—R.A.F. Middle East Dinner. June 9.—-N.F.S. Meeting at Reading. June 9.—Northamptonshire Aero Club’s Meeting at Sywell. June 10—15.—F.A.I. Conference, Paris. June 14.—Manston Garden Party. June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks Cup at Heston. : June 26.—Ipswich Air Pageant (Suffolk and Eastern Ccunties Aero- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 9—12.—R.A.F. Athletie Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—Hanworth Garden Party. July 20—Aug. 7.—International Touring Competition, starting frem Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aere Club) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at the Hague. Sept. 6.—Official opening of Mr. Lindsay Everard’s private aerodrome at Ratcliffe. Leicester. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpoo] Air Pageant (Liverpool and District Aere Olub and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—Internationa] Aero Exhibition at Paris.

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May 21, 1930 933 NAT ATAN AAT ATAY ATA ATAY AAT ANAT AT AY ANA AT AT AV AY AA AP AY AY AY AA” AY AY AV AT AYAY AV AAT AY AY AY TAY AAT AY ATTY N N \ ‘ ALL-M . . -METAL AIRCRAFT s N \ \ ‘ : iN N iN S WwW \ IN N a N N iN View of the IN S four NJ draw - benches N . ai th N NY té SI N \ Boulton & Paul |\«&% mN N tS 3 IN . Works. S NY \ee : 8 : S \ N\ NJ NA NY N N S N S N NX N N NJ N \ NX N NY NI w N | I he \ R N NY | - \ . Boult & Paul Sy of . R ouliton au ystem o N \ NY M ic : : etal Construction S N N N | , N S S a result of extensive experimental and development work which they have ~ N\ A. undertaken since the end of the war, Boulton & Paul Ltd. have now N S | brought the art of the metal construction of aircraft not only to a high NJ . degree of technical perfection, but also to a stage which renders tt possible N\A \ cheaply and rapidly to produce aircraft of practically any size and type from N N standardised sections and components, which can readily be manufactured in a . NY " large quantities, using existing plant and tools and requiring relatively lItttle NY N highly skilled labour for etther production or assembly. N N Those who con emplate embarking on all-metal aircraft design can obtain full N- N particulars of the available sections and their characteristics upon application. \ N. | N N | | S N BOULTON & PAUL L'? NORWICH R N \ S London Office. 139, Queen Victoria St., E.C.4. (Telephone: Central 4642) ~ = , N N DESIGNERS AND MAKERS OF ALL-METAL AIRCRAFT \ N Contractors to the Air Ministry, the Admiralty, the War Office. H.M. Board cf Works, the N N N Crown Agents to the Colonies, English, South American and Indian Railways, Soudan, South IN N , African and Egyptian Governni.nts. S N RN x NJ N NN ‘ Four of the S N range of Ss . standard steel XN ‘ Spar Sections N _ w N designed aid S NJ manufactured NX R by N N Boulton & Paul NA NJ \ Lid. SS NY w w NJ T h © B ] ue b 1 r d ' (Supplement to THE AEROPLANE) N oN "TAMA AY AV AY AYAVAVAVAVAVAYAVAYAYAVAYAYAVAVAVAVAYAVAVAYAVAYAYAVAYAVAVAVAVAVAYAVAVAYAVAYAVAVAVAVAYAVATAYAVAYAUATAYAYAPAYA KINDLY MENTION “THE AEROPLANE” .WHEN CORRESPONDING WITH ADVERTISERS.

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934 ' (Supplement to THE AEROPLANE) T h e B ] ue b i r d May 21, 1930 — CO ULL LULL LLLLLLLLoLLLoLOLoLO Loe “THE ENGINE THAT MADE THE LIGHT ' AEROPLANE POSSIBLE ” Almost every great flight in the history of light aeroplanes has been performed with an engine of Cirrus make. As a result of these practical demon- strations of reliability the Cirrus and Cirrus Hermes are now fitted in 49 distinct types of aircraft. And Cirrus manufacturers officially approve for both Cirrus and Cirrus Hermes. Duckham’s Adcol Aero Oil N.P.5—an oi] which surpass.s the Air Ministry Specification D.T.D.109.P.4—the most exacting test in the world to which an Aero Oil can be submitted. ALEXANDER DUCKHAM & CO. LTD., | | 6. BROAD STREET PLACE, LONOON, E.C,2. MMMEOR BETTER LUBRICATION iiss iitintiittttttetttEHC UU) WATT KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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Supplement to THE AEROPLANE, May 21, 1920. 25e5 252SeSe5e5e2S 2Se6eS 26e6eG25e5e5e5 THE THE STORY OF Students of humanity must have some difficulty in de- ciding whether a constitutional ‘bent for’ pioneering is a gift or an affliction. Whichever it may be, the man who is a born pioneer will go on pioneering till he dies of old age. Of pioneers the majority die in poverty because the same obstinacy which made them persist in pioneering against the better advice of more commercially-minded people also prevents them from taking the good advice which would persuade them to sell the achievements of their pioneering when the period of pioneering is past and the period of commercialism has arrived. Fortunately there are some, of whom there are happily several outstanding examples in the Aircraft Industry, who, having pioneered in the beginning, have had a commercial instinct which has inspired them to make money out of their first pioneering efforts and then to continue to pioneer other phases in the development of their own particular trade, business, or profession. And they have made goo at each successive step. Of them, few have been so success- ful as has Mr. Robert Blackburn, of the Blackburn Aero- plane and Motor Co. Ltd., formerly of Olympia, Leeds and now of Brough, near Hull, Yorks. : Mr. Blackburn’s first aeronautical experiments began somewhere about 1908, and he definitely got off the ground on one of his early experiments at Filey Beach somewhere about 1909. From those early experiments he developed the graceful Blackburn monoplanes of 1911-12 and there- abouts, which were made famous by the late B. C. Hucks, by Mr. Harold Blackburn, who recently retired from the R.A.F. as a Wing Commander, and by Mr. M. G. Christie, who more recently retired as a Group Captain. — With the outbreak of War in 1914 the Blackburn Co. developed into a really great manufacturing concern, at Leeds and at Brough, and, conducted as tv was with true Yorkshire thoroughness and the Yorkshireman’s natural ability in’ engineering, the output of the Blackburn fac- tories was recognised as being quite in the first class. Towards the end of the War, when the Royal Naval Air Service was endeavouring to impress the Royal Navy with the yalue of work which it had in fact been doing before the War, the Blackburn Company did more pioneering work in making with marked success some of the earliest torpedo- dropping aeroplanes. And when Peace broke out the Black- burn Company, almost alone among the aircraft manufac- turers of the World, continued to develop torpedo-droppers, with the result that for some years Blackburn aeroplanes: have been the standard torpedo-dropping aeroplanes of the Fleet Air Arm. | A FAMILY PARTY.—Left to right, DBrig.-Gen. Francis Festing (foreign representative), Mr. Robert Blackburn, Biackburn and Mr. Reginald Rhodes Mr. Chartes : -.. (Directors). BLUEBIR SUPPLEMENT. Sse Se5e2s52525252 je 525252. THE BLUEBIRD. THE PIONEER.—Mr. Robert Blackburn. With these Blackburn torpedo machines much of the pio-: neer experimental work in deck-landing and flying-off decks was done, so here again the Blackburn Co. have another branch of pioneering to their credit. . In 1924, when things were just beginning to settle after the post-War slump, and when light aeroplanes were first . introduced to the World, naturally Mr. Blackburn had to be in the movement, and so the first Blackburn Bluebird was produced for the Light Aeroplane Competition at Lympne in September of that year. It had a small three-cylinder radial engine, and owing to various troubles with it the machines did not take part in the meeting. an Various developments in the Bluebird were made during 1925. Engine troubles kept it from appearing at the Air Ministry's Two-Seater Light Aeroplane Competition, and until 1926 it did not visit.the South of England. The machine entered for the 1926 Meeting had a’:five-cylinder 60 h.p. Armstrong Siddeley Genet engine and in general lay-out it resembled the type of to-day,—but its estimated maximum speed in those days was 75 m.p.h. and its landing speed was 35 m.p.h. . On Sept. 18 a Bluebird with a Genet engine, piloted by : Sq. Ldr. Longton, won the Grosvenor Cup at a speed of, $4.95 m.p.h. round the course. Which shows how the calcu- — lated speed was underestimated. — ‘The Bluebird ended the year 1926 by an unusual distinc- tion in that it took an officer of the Royal Air Force and his bride for a honeymoon tour in France in December. In 1927 the Blackburn Company decided to develop the machine on a production basis and the first production machine appeared in March. The design for this machine also included a float undercarriage. In the Easter week-end Meeting at Bournemouth in 1927 the Bluebird piloted by Sq. Ldr. Longton won a first, second and ‘third prize, and showed itself to have a very nice turn of speed. During this year the Bluebird achieved quite a remark- able degree of popularity. With its side-by-side seating and raised top plane giving a good view forward and sideways ‘t was very much liked by all those who had the chance of trying it. ; It was adopted as the standard training equipment of the Suffolk and Eastern Counties Aeroplane Club, and Serjeant Lowdell, who was acting as voluntary instructor before he

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SS = LE SS noel ——— BE

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May 21, 1930 The Bluebird (Supplement to THE AEROPLANE) 937 ‘THE OWNER-DRIVER.—A proud proprietor bringing out his Bluebird at Heston. alighted on the Thames opposite the Savoy Hotel and with his passenger came ashore for the lunch. In May of 1929 arrangements were made with that famous motor-car firm known as Auto-Auctions Ltd. that they ae take over the wholesale and retail sales of the Blue- The Managing Director of Auto-Auctions Ltd., Mr. L. T. R. Ridley, will be remembered by all the pre-War Brooklands people as a racing driver of ability and as a fervent fol- lower of aviation, though he was not himself a pilot. With him, in control of the new aircraft side of Auto-Auctions Ltd., is his brother, Sq. Ldr. C. A. Ridley, D.S.O., M.C., who retired from the R.A.F. early in 1929 to devote himself to the civil side of aviation, where his intimate knowledge of all types of aircraft should be of high value. Until the early part of 1929 Auto-Auctions Ltd. had oc- cupied large premises in the Horseferry Road, Westminster, but at this period they took over show-rooms at the corner of Burlington Gardens and Old. Burlington Street, a point which may well be regarded as the geographical centre of the social side of London. Everybody of import- ance who ever comes to London finds himself or herself sooner rather than later in that area limited by Bond Street, Oxford Street, Sackville Street and Piccadilly, so no more convenient part of London could be imagined for business with people of the class who are most likely to buy aircraft. Auto-Auctions Etd. set about their. aircraft business thoroughly, for they engaged shed accommodation at 7 Heston Air-Park, which may certainly be regarded as the particular haunt of the best people concerned with avia- tion, besides being the aerodrome which can be reached most quickly from the West End of London. They opened their premises at Burlington Gardens by showing one of the new all-metal Bluebirds with a Cirrus III engine. It attracted a great amount of attention and much favourable comment. Just about this same period the Blackburn Company made arrangements with Saunders-Roe Ltd. to take over the production of the Bluebirds, ‘so that the output of light aeroplanes might be entirely dissociated from their output of War machines and big flying-boats. — This has turned out to be a very good arrangement for naturally the class of workmanship turned out under the critical eyes of Sir Alliott Roe, Mr. S. E. Saunders and Mr. John Lord has to be of the very finest. Also, works which are under the immediate supervision “of Mr. H. E. Broad- smith can always be depended on to produce aircraft of the best class. Since then the Bluebird has gone on steadily doing good work. It has not distinguished itself in speed events, for it does not set up to be a speed machine. But it has a very comfortable touring speed and it has been largely used for touring. Everybody who has used Bluebirds has been thoroughly satisfied with their behaviour. They have proved themselves staunch and well-found and in every way they have upheld the best traditions of British aircraft design and construction.—c. G. G. THE FIRST SLOTTED BLUEBIRD.—A sample machine with Handley Page slots and Cirrus engine supplied to the Mitsubishi Company in Japan.

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938 (Supplement to THE AEROPLANE) The Bluebird May 21, 1930 of the “Practically every great flight in the history of light aeroplanes has been performed with an engine of Cirrus make.”—Flight, Mar. 1930. Manufactured by the air-cooled, 4 in-line, light aero . a . Ce MPA Se ee gr ee Wet Re ee ~ SLOSS LLP R TENGE EN BERET tt amet See , . ——S ad SARA SEs WSEAS ee he <n es ae ~~ AGT SSC ore , ; " ———— 4 oe BUA GA eR STE 4 ; oe git eres SRS . 4 - SANS HELL ae A ue ¢ DoS QUES Nee AT AST * SSS oe / . SSRN SRNR : SRA ESS a xa se re WN SRA Ae aS Ses ESAS ~<a BES Cylinder CIRRUS AER engine. REGE 89, KINGSWA\ Telephone: Holborn 4076. \ KINDLY MENTION “THE AEROPLANE” Wi

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tl May 21, 1930 : The Bluebird (Supplement to Tae AEROPLANE) 939 and ~PLEASURE “This engine is installed as standard, or as an alternative, in nearly every light aeroplane in the world.”—Air, May 1930. 3 ~~ ge . ; a Se ait re . ee i - > ; neha A se a - ae teas nee an a oo) eae eal te "es Ae Pe yaa ta Pe, SA ’ 7 Ppa as wis TR aa lhe atety ; : NGINES LTD. | “ The engine which made the | light aeroplane of to-day \USE,—— possible.”—The Times (Eng. Supt.) DON, W.C.2. : Cables: '‘Octiruso, London.” ] SPONDING WITH ADVERTISERS. -

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(Supplement to THE AEROPLANE) $40 The Bluebird May 21, 1930 THE ALL-METAL BLUEBIRD. The all-metal Blackburn Bluebird, which is the fourth Mark of its type, began its career very auspiciously in the early months of 1929. The first machine of the new type “was put in the air on Feb. 23 of that year. Shortly after- wards Sq. Ldr. Slatter, O.B.E.. D.S.C., D.F.C., R.A.F., left Stag Lane in this machine for Durban, South Africa, where he arrived on April 15. There is no record of such a per- formance before or since with the first of a type designed for production so soon after leaving the works. The de- signers and constructors had a right to feel that their crea- tion had entirely fulfilled their hopes by achieving a flight of such duration immediately after leaving their care. The particular appeal of the Bluebird was well iJJustrated with one of the earlier types when an Officer of the R.A.F. and his bride flew to Paris, and France generally, in a Blue- bird for their honeymoon. This early trip drew attention - to the companionableness of the side-by-side seating ar- rangement and car-like comfort of the big cockpit. The flight to Africa demonstrated the ability of the production machine to carry to a successful conclusion difficult trans- continental journeys made under the greatest variety of climatic conditions. The side-by-side seating is particularly liked by many instructors for training purposes, because the instructor can watch his pupil closely and notice all his or her reactions. The same feature will, as pointed out elsewhere, appeal to the private owner who has been educated of late to a high degree of comfort in the motor-car, especially in the more powerful breeds of automobile. The neatly upholstered cockpit and absence of any visible mechanical gadgets are a definite attraction. The Blackburn Bluebird is the only completely metallised two-seat light aeroplane on the British market and has been designed for ease of maintenance and cheap repair. The all-metal structure makes it particularly applicable for use abroad in climatic extremes. The wings of the Bluebird are slightly swept back, a feature which makes the type easily recognisable from the ground. The cellule, as the wing-structure is conveniently called in French, is arranged in a single bay on each side and folds back alongside the fuselage in the usual way by withdrawing four pins. Jury struts are fitted for use in this operation. ' The ailerons, of the Frise type, are inset from the wing- tips and are in the lower planes only. Fittings are built into the top wings so that.Handley Page slots can be fitted as an extra. The spars of the wings have the normal] arrangement of drift-struts and bracing, and are built to an ingenious design described in detail later, as is the equally cunning design of the ribs. Streamline steel tube is used for all interplane and cabane struts. The centre-section, which is the fuel tank, is sup- ported by four vertical struts and two struts which slope back from the rear spar to the fuselage. Something has already been said about the thought which has been given to making the Bluebird cheap to maintain and repair. For these reasons the fuselage has been made in four main parts, so that when any portion is damaged, say by a bad landing, one can unbolt the bent portion and replace it with the minimum of trouble. The forward portion is the engine-mounting, which is an extremely simple structure of duralumin channel and steel tube for the mounting of the four-cylinder-in-line engines. A box plate of duralumin is used for the Genet Major. The middle section contains the cockpit, and to it are attached the wings. This is built up of duralumin bulk- heads with a certain amount of steel tube. The third part is a very simple tubular structure, to which is attached the tail unit. The forward portion of the fusel- age is cowled with aluminium sheet, but aft of the cockpit the fairing is done with longitudinals of specially-shaped duralumin, which are merely sprung into place and covered with fabric. The problem of inspection is thus resolved into its simvlest terms. The undercarriage, of the divided-axle type, has been designed for service. Steel springs with oleo-damping are used instead of rubber blocks. The axle and radius rod, which slopes aft, are hinged to fittings on the centre-line. The shock-absorbing legs run up to the wing-root fittings. The tail-skid has a malleable iron wearing shoe, which is mounted on a light alloy casting. This is mounted on a tube which telescopes against a spring inside the stern-past. A radius-rod braces the shoe forward to the fuselage. « The tail-unit is distinctive among light aeroplanes, for a balanced rudder of large area is used, and this requires no fin. The tailplane is adjustable while flying. The front spar is hinged in two gun-metal bushes on uprights from the fuselage and two bushes at the ends of bracing struts. The rear spar is supported on a vertical tube at the rear of the fuselage and on two diagonal bracing-struts the ends of which are attached to the vertical tube. The vertical tube can be lifted up and down by an arrangement of levers and links, and the two diagonal bracing struts move with it. All the control surfaces at the tail are operated by push-pull rods, which are worked from a lay shaft inside the fuselage. The structure of the tail-unit is duralumin sheet and steel tubing. Four different power-plants can be had as standard in the Bluebird. These are the 85 95 h.p. Cirrus III, the D.H. Gipsy 90/100 h.p., the 105/115 h.p. Cirrus Hermes, and the 100/110 h.p. Armstrong Siddeley Genet Major. The fuel feeds by gravity to the engine from the tinned- steel fuel-tank, which forms the centre section. At the back of the sump is a sight-type fuel gauge. The engine controls are very handily arranged at the bottom of the middle of the dash. THE BLUEBIRD IN BEING. — The General Arrangement of the All-Metal Bluebird (Cirrus-Hermes “ngine). In the Side Elevation the dotted lines show the arrangement of a coupé cover to the cockpit. The balanced rudder with- out a fin is seen as an outstanding characteristic. In the plan, the right wing is shown folded, and the way in. which the wing overlaps the tail is clearly indicated. The left wing i shown cut off, and the wing-tip is seen separately.

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May 21, 1930 | T h e€ B | Uu eb i r d . (Supplement to Tur AEROPLANE) 941 THE PETROL THAT IS MAKING FLYING ATER PI ea aa KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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949 (Suppleinent to THE AEROPLANE) ~ j _. /f- SPACIOUSNESS.—A view of the accommodation with the near side cut away. The middle pcsitions of the engine controls and tail-trimming gear should be noted. shown. Another feature which the Bluebird was the first to intro- duce is the way in which the exhaust pipe is led down the face of the fireproof bulkhead and brought out beneath the fuselage and taken away aft. Thus the lines of the fuselage are kept quite clean, and unpleasant fumes cannot enter the cockpit. The double cockpit is beneath the centre-section. There The Bluebird May 21, 1930 DI The controls ire all clearly are doors in either side of the fuselage so that access or exit is not cramped. The seats are comfortable and of ample size. The rudder-bars are adjustable to the length of individual pairs of legs. The tail-raising gear is placed between the two seats. a The control columns are detachable, as are also the rudder-bars. The instruments are placed in the middle of ANOTHER VIEW.—The cockpit of the Bluebird showing the constructional details. A comparison of this photograph with the drawing above wil give fireproof bulkhead can be clearly seen. The mounting of the a full understanding of all details. Digit ae Google

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May 21, 1930 T h e B l ue b i r d (Supplement to THE AEROPLANE) 943 FOR EVERY TYPE OF AERO ENGINE. a a Peers f AEROPLANE piinelograpy e sae °e4 The BLUEBIRD. e A ae ieee e a 4088558 ee = v4 Pry 4 « Vern? ' 4 4 RSS é shee Tease 7 ee" se Sepa lemin ens ieee e 53), Vues a ae: be eo 6: > Ad e © -@e . INSIST ON AIRSCREW y ‘ pay : LAR 4 “a “\f. 4 ao Pe “He Ae, 20305, Oy tA i SURREY LOEB. LO LO OW LOW LOW LOCO LOO OWL OPO LO LOO ree ae a a el ae a ti ti i i _| Aye Topi arse, z . °, A srutts cs . ~~ w : ; row fy , \4 f , 7 F vs , a wh 4 ; ~ ‘ ae +d 4 kee: aa % ) ® 2 ¢. yi “te? a ry @e rn ut OA T25 7 —- e e *e ¢ " eee vente Le WP ABP POPPA”? PPP?” -W PPP” PPP D3» 1” eB. B PB” PB” BPPUP BDO VW Wedd eer Me™ : | : | : : KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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944 (Supplement to THE AEROPLANE) the dash, where they can be comfortably seen from either seat. A feature of the cockpit is the manner in which it has been upholstered and floored in. Like a car, the floor surface is quite uncluttered,—the only excrescences are the rudder-bars and the control columns, together with the lever which adjusts the tailplane. The control system has been so arranged that there are no pulleys. All corners are turned with cranks, levers, push-pull rods and links. The only cables are those which run quite straight and link the various levers together. All moving parts in the control system are arranged for easy lubrication, generally by Tecalemit grease-gun. The large windscreen keeps draughts out of the cockpit and gives more than adequate protection. The Bluebird can be fitted with a coupé top for all-weather flying. Just aft of the cockpit is a large locker of particularly encouraging dimensions. Auto-Auctions have had a special suit-case made to fit this. The case costs five guineas and measures 37 in.x15 in.x7 in., so that there is heaps of room for one’s personal effects. A feature of the suit-case is that in its length trousers can be packed with a minimum of creasing. The golf-minded can have a long locker for their sticks built as an extra into the top decking behind the cockpit. This locker is equally suitable for guns and other sporting impedimenta. SPECIFICATION. DIMENSIONS.—Span 30 ft. (9.144 m.), Chord 4 ft. 6 in. (1.372 m.), Length 23 ft. 2 in. (7,061 m.), Width folded 9 ft. 10 in. (2.997 m.). WEIGHTS AND Loapincs.—Cirrus II]I—land machine: Weight empty 1,042 lbs. (472 kgs.), Disposable load 553 lbs. (251 kgs.), Normal weight loaded 1,595 lbs. (723 kgs.), Max. aerobatic weight 1,500 Ibs. (680 kgs.), Max. permissible weight 1,643 lbs. (745 kgs.), Wing loading 5.9 lbs./sq. ft. (28.7 kgs./sq. m.), Power loading 17.7 Ibs./h.p. (8.05 kg./h.p.). D.H. Gipsy—land machine: Weight empty 1,040 lbs. (471 kgs.), Disposable load 553 lbs. (251 kgs.), Normal weight loaded 1,593 lbs. (722 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. permissible weight 1,750 lbs. (793 kgs.), Wing loading 5.9 Ilbs./sq. ft. (28.7 kgs./sq. m.), Power loading 17.7 lbs./h.p. (8.05 kgs./ h.p.). Cirrus-Hermes—land machine: Weight empty 1,067 lbs. (483 kgs.), Disposable load 553 lbs. (251 kgs.), Normal weight loaded 1,620 -lbs. (734 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. permissible weight 1,750 lbs. (793 kgs.), Wing loading 6 Ilbs./ sq. ft. (29 kgs./sq.m.), Power loading 15.4 lbs./h.p. (7 kgs./h.p.). Genet Major—land machine: Weight empty 1,012 lbs. (459 kgs.), Disposable load 563 lbs. (255 kgs.), Normal weight loaded 1,575 Ibs. (714 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. permissible weight 1,750 lbs. (793 kgs.), Wing loading 5.7 Ilbs./ with NEARLY READY. — Some _ Bluebirds assorted engines at the end of the assembly line in the Saunders-Roe Works at Cowes. The Bluebird _ May 21, 1930 Sq. ft. (27 kgs./sq. m.), Power loading 15.8 lbs./h.p. (7.2 kgs./ h.p.). Cirrus III—seaplane: Weight empty 1,118 lbs. (507 kgs.), Dispos- able load 525 lbs. (238 kgs.), Normal weight loaded 1,643 Ibs. (745 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. per- missible weight 1,643 lbs. (745 kgs.), Wing loading 6 Ilbs./sq. {t. (29.2 kgs./sq. m.), Power loading 18.2 lbs./h.p. (8.1 kgs./h.p.). D.H. Gipsy—seaplane: Weight empty 1,116 lbs. (506 kgs.), Dis- posable load 525 Ibs. (238 kgs.), Normal loaded weight 1,641 lbs. (744 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. permissible weight 1,750 lbs. (793 kgs.), Wing loading 6 lbs./ sq. ft. (29.2 kgs./sq. m.), Power loading 18.2 lbs./h.p. (8.1 kgs./ h.p.). Cirrus-Hermes—seaplane: Weight empty 1,143 lbs. (518 kgs.), Dis- posable load 500 lbs. (227 kgs.), Normal weight loaded 1,643 Ibs. (745 kgs.), Max. aerobatic weight 1,500 lbs. (680 kgs.), Max. per- missible weight 1,750 lbs. (793 kgs.), Wing loading 6 lIbs./ sq. ft. (29.2 kgs./sq. m.), Power loading 14.9 lbs./h.p. (6.3 kgs./ h.p.). Genet Major—seaplane: Weight empty 1,088 lbs. (493 kgs.), Dis- posable load 55 lbs. (252 kgs.), Normal weight loaded 1,643 lbs. (745 kgs.), Max. aerobatic weight 1,500 Ibs. (680 kgs.), Max. permissible weight 1,750 lbs. (793 kgs.), Wing loading 6 lbs./ Sq. ft. (2.2 kgs./sq. m.), Power loading 16.2 lbs./h.p. (7.3 kgs./ h.p.). PERFORMANCE.—Cirrus III.—land machine: Max. speed at sea level 100 m.p.h. (161 km./hr.), Crusing speed 85 m.p.h, (135 km./ hr.), Landing speed 44 m.p.h. (71 km./hr.), Initial rate of clim 700 ft./min. (213 m./min.), Range 480 miles (772 km.). D.H. Gipsy—land machine: Max. speed at sea level 103 m.p.h. (165 km./hr.), Cruising speed 86 m.p.h. (137 km./hr.), Landing speed 44 m.p.h. (71 km./hr.), Initial rate of climb 720 ft./min. (219 m./min.), Range 470 miles (756 km.). Cirrus-Hermes—land machine: Max. speed at sea level 112 m.p.h. (180 km./hr.), Cruising speed 94 m.p.h. (151 km./hr.), Landing speed 44 m.p.h. (71 km./hr.j, Initial rate of climb 730 ft./min. (222 m./min.), Range 320 miles (514 km.). Genet Major—land machine: Max. speed at sea level 112 m.p.h. (180 km./hr.), Cruising speed 94 m.p.h. (151 km./hr.), Landing speed 44 m.p.h. (71 km./hr.), Initial rate of climb 730 ft./min. (222 m./min.), Range 320 miles (514 km.). Cirrus III—seaplane: Max. speed at sea level 95 m.p.h. (152 km./ hr.), Cruising speed 84 m.p.h. (135 km./hr.), Landing speed 44 m.p.h. (71 km./hr.), Initial rate of climb 600 ft./min. (182 m./ min.). D.H. Gipsy—seaplane: Max. speed 98 m.p.h. (157- km./hr.), Cruising speed 85 m.p.h. (137 km./hr.), Landing speed 44 m.p.h. (71 km./ hr.), Initial rate of climb 650 ft./min. (198 m./min.). Cirrus-Hermes—seaplane: Max. speed at sea level 108 m.p.h. km./hr.), Cruising speed 93 m.p.h. 45 m.p.h. m./min.). Genet Major—seaplane: Max. speed at sea level 108 m.p.h. (173 km./ hr.), Cruising speed 93 m.p.h. (149 km.hr.), Landing speed 45 m.p.h. (72 km./hr.), Initial rate of climb 700 ft./min. (213 m./min.). (173 (149 km./hr.), Landing speed (72 km./hr.), Initial rate of climb 700 ft./min. (213 SNS fe Ske Re

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(Supplement to THE AEROPLANE) 946 The Bluebird May 21, 1930 HOW ALL-METAL BLUEBIRDS ARE MADE. Quantity-production is particularly applicable to aircraft which have metal structures, and the Blackburn Bluebird was designed to possess those qualities of simplicity and uniformity which make quantity-production possible. Such features as the simple method of building up the spars from two identical sections with a single line of rivetting, the use of a section for the fairing longitudinals which only needs one further operation to become suitable for the booms of the ribs, the straight lines of the structure of the fuselage, and the neat method of anchoring the bracing- ha of the fuselage were all evolved with this object: in view. The Bluebird is made in the works of Saunders-Roe Ltd., xf Cowes. This firm is the result of a combination between hwo pioneering interests. Mr. S. E. Saunders founded S. E. Baunders Ltd., and became famous as a builder of racing boats. He built the first hull for a flying-boat in this coun- try, and as long ago as 1912 he built the hull for the first buccessful amphibian for the Sopwith Aviation Co. Ltd. Mr. A. V. Roe, now Sir Alliott, designed, built and flew the first British aeroplane. Mr. Roe and Mr. John Lord, of A. V. Roe and Co. Ltd., joined Mr. Saunders in 1928, and Saunders-Roe Ltd. is the result. The various works and enterprises of Saunders-Roe are grouped round the River Medina, which flows into the sea at Cowes and makes a sheltered anchorage. The Folly Works, where ply-wood is made, are up-stream a little way from the town. Here logs of Gaboon maho- gany, birch or other wood are taken from the river and for a long time are boiled in hot water to soften them. Then they are peeled on a form of lathe, which has a big cutter parallel to the axis of the log. This machine will flay off sheets of wood only .028 in. thick. When these sheets have been dried, shaped and prepared they are pressed together in the largest press of its kind in the country. It can pro- duce sheets of ply-wood 50 ft. by 8 ft. if required. All the wooden wings for the various breeds of Saunders- Roe aircraft are built in the Folly Works, as are all wooden aircraft structures. This does away with the unnecessary transport of ply-wood from one shop to another. When these wings or other structures are ready they are floated down the river to the Solent Works, where the machines are erected and completed. The company also have a complete ship-yard, which is a self-contained unit complete in itself with wood- and metal- working shops, erecting-sheds and slip-ways. They also have a service department or marine garage for power-driven boats. But of all the buildings the one which the visitor will remember longest is that which houses the offices and show-rooms which are built beside the river, opposite the Solent Works, with lawns and gardens in front. The uninitiated might wonder at the somewhat scaiiered arrangement of these various shops. This scattering is the result of the long history of the company, who are cele- brating their jubilee this year. As their work expanded they had to take over one shed here and another there until their premises reached their present proportions. Since the amal- gamation Mr. John Lord has been organising and re- arranging until he has obtained the most economical lay-out for production and the minimum of inter-shop transport. STARTING IN LIFE. The Bluebirds start life in the Maresfield Works, which were originally divided into two parts by a road, this has now been roofed over and given a floor, so that a third bay has been added to the previous two. This increased accom- modation has made possible the placing of the inspection department, the tool stores, the electro-plating and anodic- treatment departments between the machine-shop and fitters’ shop and the unit-assembly shop. Thus all the detail parts for the Bluebird can be made under one roof and all WING DETAILS.—(1) Wing root of upper starboard wing with top cap-strip removed; a standard rib is also shown. (2) The flat plate fitting which is inserted into the end of the spar to carry the wing-tip profiles. (3) The interplane strut and wire-bracing fitting with, below, a section of the top portion of the spar to show the internal reinforcement to carry this fitting. identical sections slid upon one another and rivetted along the centre-line. (4) A section of the spar which consists of two (5) The method of attachment of the leading edge.

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May 21, 1930 : T h e B ] ue b i r d (Supplement to THE AEROPLANE) 947 QS . SSN LOMA’ , sel s ! WA, BP - s y a. upper” ite My). oP. . . , - | Y — 4 %, " - 7 sted: foe o's) ¥ . ek te wie pet, » HH Hi AS AIBC © | , +. Pees : ° wl $ ; . * ew x o > bey PERS oo etter tee SS | , KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. // s "

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May 21, 1930 T h e | B | ue b i r d (Supplement to Tye AEROPLANE) 949 Se a CO a rr POTS Oe eee ee ee ee ae MESSRS. THE BLACKBURN AEROPLANE & MOTOR CO., LTD. makers of the famous BLACKBURN “Blue Bird” use and OFFICIALLY RECOMMEND WAKEFIELD CASTROL MOTOR OIL The Product of an All-British Firm C. C. WAKEFIELD & CO., LTD., WAKEFIELD HOUSE, CHEAPSIDE, LONDON, E.C.2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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950 (Supplement to THE AEROPLANE) et es structure, fuselage fitting. and lightened plates which form the webs are slipped into place. The ribs are held in a jig and the holes for the rivets are drilled. These rivets are hollow, and when in- serted are closed by spinning over the tail with a tool held in the chuck of a drill. The spars are an outstanding example of good design, even in an age or epoch of steel spars. They have been devised to make everything that attaches to them simple, and they have been devised so that their own manufacture is cheap. Their design ensures that the line of rivetting shall be in the most economical position along the neutral] axis. They are drawn from DTD 99, a special steel, which does not require heat treatment either during or after the rolling and drawing operations. To make a spar two equal lengths of this special section material are cut to length and slipped together so that the web of one engages with the web of the other. These are then drilled and hollow rivets are put in. At Strut-fittings and the like liners or stiffening-pieces are put inside the flanges. The extensions at the end of the spars are made from fiat plates of duralumin, which are placed inside the webs of the spar and bolted in position. To these plates are rivetted small shaped spigots over which the end-ribs are sprung in the same way as that used for making the fuselage fairings. The fittings at the root of the front spars are built up from sheet steel and are bolted to the spar. The rear wing- roots have a plain hinge, which is machined to shape and bolted to the spars. Assembling the main planes is naturally a rather more complicated job. The spars before they are placed in the jigs have already had the drift-strut anchorages bolted to the spars through the neutral axis. These are small channels of steel. The drift struts, which are merely steel tubes cut to length and slightly flattened, are held in these channels GROWING UP.—Bluebirds in process of assembly, Overhead and above the picture is the travelling crane for handling the engines. ~ The Bluebird (2) The joint between the central and after portions of the fuselage. May 21, 1930 FUSELAGE DETAILS.—(1) The method of attaching the supports for the fairing longitudinals to the main (3) The standard flat plate (4) The uprights which support the front spar of the tailplane. with bolts. The bracing, by swaged rods, is done in the same way as is used for the fuselage-bracing. Trunnions, simply turned from bar with a threaded hole athwart their major axis, are slipped into the channels, and the bracing rods are screwed into the threaded hole. The ribs are slipped into place and fixed there,—not a difficult job. Channel pieces of duralumin which have had their webs cut to fit the bulges of the spars are rivetted to the ribs and are held to the spars by one long bolt, which goes through the neutral axis of the spar. The leading edge of the wing is formed by a Vee-shaped strip of dura- lumin which is sprung into position and rivetted to small stampings fixed by two rivets to the nose of each rib. The ailerons are made by sliding flanged ribs which have been bent up from duralumin sheet over the tubular spar and attaching them thereto with small plates which have a fitting flange around the spar. A long bolt goes through this fitting flange and the spar. The semi-ribs and full ribs have each a spigot on the nose, over which the leading edge strip is clipped. ; The rudder is built up similarly. The elevators go to- gether in much the same way as the rudder and ailerons, except that they have one common spar. - The tailplane is built as the wings, though tubular steel spars are used instead of the built-up variety. As all these flying surfaces (or, more correctly, aerofoils) are made and are passed by the inspection they are carted off to the paint-shop to be sprayed as a protection against corrosion. .Then they are covered and doped. The doping is done in small cubicles and the wings are slung by their edges from the ceiling. This makes them easily accessible. FUSELAGE DETAILS. Meanwhile the fuselages have been coming forward. These are made in three main portions, (a) the engine mountings, (b) the centre portion, and (c) the afterpart. This makes for ease and cheapness of transport and also helps to localise accidental damage. The bent or broken igi eal Google |

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May 91. 1930 | T h e B | ue b 1 r d (Supplement to THE AEROPLANE) 951 Blackburn Bluebiru : aot with De Havilland 100 | IPSY engines are supplied throughout the B.H.P. Gipsy Engine World to British, Dominion and Foreign air- craft constructors, in whose light aeroplanes they : are giving unfailing service on every duty and under every operating condition. The “Bluebird” which Squadron Leader Slatter, O.B.E., D.S.C., D.F.C., piloted last year from ' London to Durban, was fitted with a Gipsy engine, which he was good enough to eulogise, in a cable to us at the conclusion of his trouble-free flight. SOME MERITORIOUS FLIGHTS sits WITH GIPSYENGINESINIQ300 January ENGLAND TO AUSTRALIA ~~ - Mr. F.C. Chichester— Moth February EAST AFRICA TO ENGLAND-~ - Flight Lieutenant R. C. 2 Preston, A.F.C.—Moth Flying Officer E. Hor- dern — Moth. Miss W. E. Spooner — Moth February MONTREAL—MEXICO CITY— Flight Lieut. Forbes The Gipsy engine is the only aero engine in the world which carries an indeggnity against a forced landig in the event of its failure. Write for details. \P9 MONTREAL INDIA TO ENGLAND - 8,000 MILES ROUND AUSTRA ENGLAND TO INDIA ENGLAND TO INDIA ‘INDIA TO ENGLAND ENGLAND TO INDIA THE DE HAVILLAND AIR- CRAFT OF CANADA, LTD. Ste:ling Tower, 372 Bay St. Toronto 2, Canada Licensees, Selling and Service Agents throughout the World LIA and Capt. Lumsden— Curtiss Reid Rambler Mr.R.N. Chawla—Moth Mr. Bardsley—Moth Mr. Annabel—Moth Mr. Wedgwood—Moth Mr. M. Singh—Moth Mr.A.Engineer— Moth Mr.G.R.D.Tata—Moth MissA.Johnson— Moth CRAFT PTY. Mascot Aerodrome Sydney, Australia seseaunuaneenre 3 ty, ity re BGecaens @eetaesn' i ssacesa™ ‘geseensn Segcesecar . S8eeaesa 100 B.H.P. and 120 B.H.P. VERTICAL, and 120 B.H.P. INVERTED. THE DE HAVILLAND AIRCRAFT CO., LTD. STAG LANE AERODROME, EDGWARE, MIDDLESEX THE DE HAVILLAND AIR- THE DE. HAVILLAND AIR- CRAFT CO, LTD. Karachi _ I[adia Paes KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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952 (Supplement to THE AEROPLANE) The Bluebird May 21, 1930 part can be unbolted from the structure and a new unit put in its place. The engine-mounting is the simplest form of structure and is assembled to a jig. Two duralumin channels are used to support the four light alloy castings which are bolted to the crank-case of the engine. These channels are bent up from heavy gauge sheet and are supported at either end by steel tubes, which have only to be cut to length and attached with flat plates and bolts to the channels. The flat plates are fixed with hollow rivets to the tubes. Each pair of tubes at each side meet at a fitting on the lower longeron. The inner ends of the channels are attached to the apices of a “W,” also made of steel tubes whose outer legs are fixed to fittings at the top longerons and the inner apex to a fitting on the cross tube in front of the fireproof bulk- head. This forms part of the engine-mounting structure and is carried by four steel tubes, the top one of which carries the centre fitting as explained above. The main or centre portion of the fuselage is more com- plicated. It is a mixed structure of duralumin and steel tube. | The stresses from the wings are taken by two box-girders. These are made with flanges of channel section and webs of duralumin sheet which have flanged lightening-holes. The front girder has an extension upwards which carries the dash’ and the decking. The two cross-members are joined by similar boxes through which the longerons and diagonal side-bracing tubes run. Behind the seats there is a complete bay of the fuselage, which is rigidly braced. Each ‘Jongeron ends in an eye which fits a fork-joint on each longeron of the rear portion. This is probably the place to remark that all the tubing which is used for the fuselage is of the same diameter and gauge, which saves a considerable amount of trouble. The after-portion is most attractive from the standpoint of quantity-production, as all the lines are straight and everything is square.’ First the longerons are cut to length and so are the cross-pieces and struts,—these are all of the same gauge and diameter. Then the fittings are put on the longerons. These fittings are of the simplest. Two stampings of flat plate, which are used for every joint. This is made possible by off-setting the vertical and horizontal struts. The plates are fixed in place with hollow rivets. When this has been done, the next step is to make up the sides. The longerons are laid in jigs and the struts put in. Then the swaged' rods are screwed into the trunnions which, as already explained above, are pieces of steel bar which have a threaded hole athwart their major axis. The trun- nions are carried in the plate fittings. Im a very similar way two sides are put together, and thus the fuselage after- part is complete. This job is done by boys. An end portion is attached to this after-part. It contains the tail-adjusting gear and the stern-post tq which the rudder is attached, and this also houses the spring for the tail-skid. The three main portions are then put together and trued up. When this has been done the undercarriage is attached and the tail-skid is put on.’ The fuselage now takes its place in the assembly-line. -——- LANDING GEAR.—On the left the divided type of undercarriage and on the right the tail-skid. removable SIMPLICITY.—The adjustable rudder bar on the Bluebird. and easily FINAL PROCESSES. The controls and instruments are next put in. The fusel- age-fairing is also assembled. This fairing is interesting from a production standpoint. Diaphragms, channels curved to shape, or channel-pieces clipped to the main structure with U-bolts, are used: to carry the spigots over which the longitudinals are sprung. These longitudinals are made from a drawn section which is used elsewhere in the machine and, with one modification, is used for the ribs. From the finished parts store an overhead rail runs to the end of the assembly line. From this rail depends a block and tackle so that when an engine is required this can be hoisted up in the stores and run out along the rail It is then lowered on the machine, which is ready beneath the rail to receive it. After this, the cowlings are fixed in place and the exhaust system is completed. The Bluebird uses the engine-maker’s form of engine- cowling and exhaust system, but modifies the latter so that the pipe passes down the front of the fireproof bulkhead and out beneath the fuselage. A particularly attractive feature of the Bluebird is the car-like interior of the cockpit, which has a floor which hides all the works. Through it only the two’ control columns, the tail incidence gear and the rudder-bars project. These are so arranged that no draughts can come through the floor. The windscreen and the seat and the interior upholstery are now put into place. The fuselage is then wheeled away to the dope shop for covering and doping. When it comes out the wings are put on, and the other flying surfaces are fixed in position. The rigging is done and the controls connected up. After the final inspection, the completed machines are towed up to the aerodrome behind and above the town and are put through their acceptance tests. When these have been passed the machines are flown away to their destinations or packed for shipment.—tT. J. ¢| : in ht As may be seen, the spring of the tail-skid is inside the rudder-post. In the undercarriage the radius-rods are along the centre-line of the fuselage, with the weight-carrying spring-members attached to the stubs which carry the wings.

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May 21, 1930 T h e B ] u e b 1 r d (Supplement to THE AEROPLANE) | 953 Palmer landing equipment is employed by the manufacturers of THE BLACKBURN BLUEBIRD : | aid. ‘by: many -aeroplane | : constructors: “of repute . throughout | the World. dt PALMER WHEELS, TYRES ‘AND BRAKES for | = oe * ee AIRCRAFT are the lightest, strongest. and most - . .- nee | ~ suitable in design for every type of machine. Palmer _ : ‘Aircraft Brakes are easy to install, easy to operate, . easy to maintain in perfect order. Every flying man should obtain a copy of The Palmer Brake Book in which this latest Palmer invention is fully described and illustrated. THE PALMER TYRE LIMITED, Contractors to the Admiralty, War Office and the Air Ministry, .. 100-106, CANNON STREET, LONDON, ~E.C.4. (652) » be KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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954 (Supplement to THE AEROPLANE) The Bluebird May 21. 1930 HOW BLUEBIRDS ARE SOLD. The motor trade has proved that a factory’s job is not to distribute but to manufacture. Distribution is a specialised business, a trade of its own, and as such is recognised by thf man in the street, who does not expect to buy gramo- phone records or groceries from the factories but from the excellent Mr. Keith Prowse or Mr. Fortnum and Mr. Mason. Selling is made easier if a prospective buyer can see under one roof or in one shop a number of products all more or less similar to the type he intends to buy. He is able to compare them and satisfy himself which he really prefers. If he visits the showrooms of a manufacturer he will pro- bably feel that before making his decision he ought to go and look at the products of a competitor. If Aviation is to become part of our daily lives to the extent that motoring has—and everyone who reads THE AEROPLANE believes that it will—the people who will buy aeroplanes are the people outside Aviation who know little or nothing about the world of aircraft. These people are they who have expensive cars, expensive motor-boats and expensive holidays—the sort of people who have money to spend on new forms of transport which are entertaining - er Offer a means of saving time. The wealthy New Yorker who lives some considerable way up the Hudson in the morning crawls aboard his ultra- rapid motor-boat in a dressing-gown. On his way to the office at some fantastic speed he will breakfast, shave and dress. Such people will become interested in aircraft imme- diately they find that the firms from whom they buy their cars are selling aircraft and giving the service which they have become accustomed to accept as part of what is sold with the car. They will realise that flying is a practical proposition and merely a matter of money. They will buy machines and learn to fly themselves. The time when people learned to ride bicycles is past. Once, wobbling machines could be seen everywhere with an attendant panting behind and bellowing instructions. You mever see it now. Children seem to be born “scooter- minded” and can cycle immediately they are old enough to graduate from small diameter wheels to larger ones. Before the War learning to drive a car was a recognised pre- liminary, now nobody really bothers much about it. Perhaps the time is not so far distant when learning to fiy will become an unnoticed part of one’s normal experi- ence. One learns to do so much without realising it, if one’s friends are proficient or one’s relatives are expert. The big motor distributing firms are coming into the air- craft business, and one of the first to do so was Auto- Auctions Ltd., who are the sole distributors for the Black-. burn Bluebird all over the World. This firm have a maxim that every transaction to be complete must end-to the satisfaction of the customer. To the spirit which underlies such a maxim can probably be attributed the success of this widely-known distributing organisation for motor-cars, which was founded in 1919 and has behind it thirty years’ experience of the engineering and motor industry. Auto- Auctions Ltd. have pioneered many of the schemes which are to-day as done in the motor trade, the guaranteed re purchase system for colonial or foreign visitors may be quoted as an example. The head offices of Auto-Auctions Ltd. are in Horseferry Road, S.W.1, where they have a Service Station and auction rooms. Here are always a large number of used cars in first-class condition which have been accepted in part- exchange. At their establishment in Burlington Gardens, the opening of which was reported in THE AEROPLANE in June 1929, they keep a representative selection of new cars by leading makers. The firm are always pleased to give expert advice and to quote for the building of special bodies on any particular chassis and incorporating therein the customer’s own ideas. The ideas of Service held by Auto-Auctions Ltd. are pretty comprehensive and include making all the _ necessary. arrangements for insurance, for licences, for R.A.C. and A.A. - membership, for service after purchase and for purchase out of income. They also give every assistance to those who | wish to travel in their cars abroad. The firm have also developed a scheme whereby Auto-Auctions Ltd. contract for the annual replacement of a car and at the same time quote a minimum allowance for the car on its return. And these same ideas are being applied in their Aviation Department. The firm are particularly careful to preserve the personal touch. The services of one of the directors are always available at any of their depots. The Aviation Department is at Burlington Gardens and in charge of Sq. Ldr. C. A. Ridley, D.S.O., M.C., who is one of the directors. One ventures to abstract the following note about Sq. Ldr. Ridley from “Flying Fury” (by James McCudden, V.C., D.S.O., M.C., M.M.), recently published:— Mr. C. A. Ridley, while serving with No. 60 Squadron, had a forced landing with engine trouble near Cambrai, in August 1916, when he was endeavouring to land a French agent behind the enemy Ines. They were uninjured and they moved about the enemy country for two weeks picking up military information. They crossed into Belgium, and Mr. Ridley, who~spoke neither French nor German, He was arrested assumed the disguise of a deaf and dumb peasant.

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- May 21, 1930 | a bi h e€ B l ue b i r d (Supplement. to THE AEROPLANE) 955 “TITANINE” DOPE AND THE BLACKBURN “BLUEBIRD” #% % ; Tos wi ‘ ye HSE LOM. The above is a photo of the Bluebird in which Sqd. Leader Slatter flew from London to Cape Town. THE BLACKBURN AEROPLANE AND MOTOR COY. LTD. | WRITE AS FOLLOWS : Dear Sirs, | 10th May, 1930. We have pleasure in stating that your Dopes were used on “ Bluebird” machine flown by Sqd. Leader Slatter from London to Capetown. Also they have been used for several years on our various products and have given entire satisfaction. » “a Riese Factories Hen @yasondon: N.W'.8). «> 175, PICCADILLY, 4 Gerzard 2312, i } les :— Breen ian y) LON DON, W. 1. eircraiice Picer. Tondon.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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958 (Supplement to THE AEROPLANE) aL h © B l we b 1 ) & d May 21, 1930 ~ SIE AVGAA ~ WN SRN OO AN AR U DRI FLY AS YO : s Here then is the side-by-side cockpit at pany who build, last! Perfectly comfortable! Perfectly seater "plane. A. roomy! Perfectly companionable! And of over twenty }. built into a fuselage of all-metal construc- A ’plane which, tion which is still perfectly stream-lined. performance, an\ : This is a triumph in aircraft designing. A comfort. Comfo_ triumph for the Blackburn Aircraft Com- | depends on scru BLACKBUR SOLE WORLD DISTI AUTO-AUCTIONS LIMITED, Burlington Gardens, opposite Burlington Arcade, Bond Stre ; KINDLY MENTION “THE AEROPLANE” WHE 1 Digitized Google

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| May 21, 1930 e B | ue b 1r d (Supplement to THE AEROPLANE) 959 en ee Pe te SONNY HR UNSONE Dies SARS AACN TONNE ney 2D NARA eek SIs ee! APS ee ROR AAAS ANION ete NA L-SIDE BY SIDE. - . : . ~ fine, slick two- and intelligent planning. Here then is the ich is the result *plane which offers you the latest advant- lide experience. ages. A snug cockpit for two, side by to the best in side! A locker for luggage! A self-starter! md the best in All-metal construction . . . and a flying ait, like safety, performance which is a joy to pilot and ation to detail passenger too. | BLUEBIRD Si AUTO-AUCTIONS Telephone: Victoria 8761. Aerodrome at HESTON. Agency territories available PONDING WITH ADVERTISERS.

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960 (Supplement to THE AEROPLANE) T h ec B ] ue b i r d | May 21, 1930 US ee cae es ae (‘AEROPLANE”" Photo.) FLYING = BOAT OR SALOON AMPHIBIAN HE “Cutty Sark” is the ideal “light flying boat.” Large enough to be seas worthy, yet small enough to be handy, SAU NM i) ERS- ROE she possesses all the characteristic advantages of the flying boat, coupled with a new ease ALSO CONSTRUCT of maintenance and low first cost. For THE BLACKBURN training purposes, for patrol work, or for the private owner she possesses points of appeal. 66 BLUEBIRDS.”’’ Powered with two light acro engines, she cruises at 90 m.p.h. and seats four in a silent and vibrationless cabin. Her absence of wire nat? _ bracing indicates that maintenance has been TS - reduced toaminimum. Provision has been made for easy handling on the slipway and when taxying. A Saro “ Cutty Sark” amphibian unders carriage can be fitted which makes her as easy to handle on land as on the water. SALINDERS -ROE, LTD. BUSH HOUSE, LONDON, W.C.2, and COWES, ISLE of WIGHT. CONTRACTORS TO THE AIR MINISTRY, ' Constructors of all types of aircraft; of lifeboats, ADMIRALTY, WAR OFFICE, CROWN AGENTS. yachts, avd all marine auxiliaries. Manufacturers of R.N.LI., ete. plywoods, and metal plys. Aeromarine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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962 ‘Supplement to THE AEROPLANE) al h e B | u e b j r d May 21, 1930 When the oil is run into the cylinder head to the level of the upper spark-plug hole the burette reading gives the capacity of the head under test. An error of two cubic centimetres either way is permitted in any head. The crank-shaft is a satisfactory and solid-looking job. It comes from the machines turned to size for main and big- end bearings, balanced and drilled for oil. Among the things which are done to it before it arrives at the sub- assembled state is the insertion of plugs and the lapping in of baffles to keep the oil flowing in right and proper chan- nels. The thrust-block is installed on one end (this is a deep-groove journal-type bearing though it takes no journal loads), and at the other end the driving pinion for the cam and other gears is screwed on. The airscrew hub is lapped onto the tapered shaft, first with abrasive and then with metal polish to ensure a perfect fit. Fitting the connecting-rods is the next process. They are installed on the crank-shaft and tested for alignment in aH directions on a plane table with accurate instruments (of American manufacture). The big-ends are reamed to fit and the end-clearances made with a hand-tool. The rods are numbered for their individual bearings and taken off again until a later stage in the process. Unlike the connecting-rods of the earlier Cirrus engines, those of the Hermes are of steel, machined all over. These require more careful balancing than those of the lighter aluminium alloy, and again the technical staff has risen to the occasion and devised a twin differential scale. The tester slips cylindrical steel blocks into the big-end and gudgeon-pin holes. These blocks have knife-edges protrud- ing centrally from the ends to rest on the balance hooks. One gramme is all the tolerance allowed at each end. The cam-shaft needs but little sub-assembly, only a hardened button for end-play adjustment. The shaft itself is light, but the cams are Situated close to the bearings to minimise bending stresses, and the bearings themselves are ample both in diameter and in width. They are made to fit in bearings of a size to admit insertion of the whole cam- shaft from one end, and the bearing surfaces are spirally grooved for oil. The top half of the crank-case differs from the earlier Cirrus mainly in the symmetrical and clean design of the rear casing for auxiliary gears, magneto housings, etc. The cylinder-barrels are secured in the usual way by studs pass- ing from the crank-case to the cylinder-heads, but in the Hermes the cooling-fins of the cylinder are bored, not interrupted, to accommodate them. This component also carries the five main bearings, which are of plain journal type, slightly wider for the ends and middle than for the intermediate ones. The cam-shaft bear- ings are quite plain with bronze liners drawn in. The installation of the crank-shaft is followed by the first portions of the oiling system. The oil system in the Hermes is the outcome of considerable care and thought by Mr. Caple. From a submerged pump in the lowest part of the sump the oil is forced into a cylindrical housing which contains the filter. The filter is cylindrical, and built up of hollow discs of fine petrol-gauze threaded on a pierced tube. This de- sign gives a very large area of fine filtration and the filter is readily re- —AND NOT FOUND WANTING.— Weighing a Hermes connecting-rod. The slide which the operator is adjusting shows whether the balance comes within the one gram tolerance allowed at each end of this component. THE PHRENOLOGIST.—An assembled cylinder-head for a Hermes engine clamped to the steel face-plate to have its cranial capacity tested. The apparatus was devised and made up by the Cirrus technical staff. Dicitinadl Google

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ee May 21, 1930 kk very The Bluebird BLACKBURN ———S | BLUEBIRE yo) MAK RPI 210 NORMAL RPM 19600 LANDPLANE SEAPLANE -TOP SPEED 108 MPH 102 MPH CRUISING Ss . ae 4 - CLIMBING GO 4 98 io STALLING We a 44 ., LUBRICATE ONLY WITH MOBILOIL. O BUILT BY SAUNDERS-ROE L° COWES, LOW. S/ AAAS AAR AS SWAY CANARIA MARR Seen” MAK RPM ie NORMAL RPM 1906 rig. atest NE SES PLANE TOP SPEED 100 MPH CRUISING BS: «i SS « CLIMBING : 60 | STALLING . 44, LUBRICATE ONLY WITH MOBILOIL. O BUILT BY SAUNDERS-ROE 1? COWES. 1.0.4, O “ Lubricate only with carries one of ---,-esement to THE AEROPLANE) 963; BLUEBIRD these plates. “Lubricate only with Mobiloil” — and this recommendation is endorsed by the letter which follows :— THE BLACKBURN AEROPLANE & MOTOR CO., LTD,, BROUGH, EAST YORKS. — 13th May, 1930.. The Vacuum Oil Co., Ltd., Caxton House, Westminster, London, S.W.1. Dear Sirs, It gives us much pleasure to inform you that as- a result of our long experience of your products, we: are absolutely satisfied with the efficiency of your Mobiloil for the lubrication of the machines which we- produce. We have used Mobiloil for a great many years, and our customers cannot do better than employ it in their machines. Yours faithfully, (Signed) S. HUDSON, Director. So is recognised the irreproachable quality of” by the recom-. mendation of other leading manufacturers, , Mobiloil — further confirmed including the makers of the Bristol, Genet, Hermes, Jaguar, Leopard, Lynx, Mongoose and Salmson Aero Engines. authoritative opinion is your sure guide to correct lubrication—insist on Mobiloil ! Mobiloil REG® TRADE MARK. ____ for safety and reliability == === VACUUM OIL COMPANY, LTD., CAXTON HOUSE, LONDON, S.W.1.. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. This consensus of |

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‘O5L (Supplement to THE AEROPLANE) The Bluebird May 21, 1930 moved from outside for inspection or cleaning. Foreign matter adheres to the outside of the gauze discs, whence it -is easily cleaned. The oil passes through the gauze into the core of the filter, and so out into the only external pipe in the whole system, which leads round to a union in the side of the sump and so into the main oil gallery. Instead of being outside, as it was in the earlier Cirrus models, the oil gallery runs cen- irally down the length of the crank-case underneath the crank-throws, and a lead from each main bearing cap takes ‘the lubricant to the mains, through the crank-shaft to the dig-ends, and the leakage through the bearing-clearances is enough to oil the cylinders by splash. The arrangement of the cam and auxiliary gears is another feature of the Hermes. The only departure from straight gears is for the oil pump, which has a worm drive on ball-bearings for the vertical pump-shaft. This one ex- ception was conceded in order to retain the advantages of @ submerged oil-pump. The worm gear is mounted in a special housing which also carries the straight gear to drive it, and the unit can be removed without disturbing anything else. . , The same is true of the magneto-drives, which are situated symmetrically on either side of the engine with the Watford magnetos pointing forward. The magneto mountings are definitely a neat feature, as they enable the mechanic to ‘remove the magneto, drive-pinion and all from the front without even taking off the rear cover. The auxiliary hous- -ing which contains the combined vernier adjustment and flexible coupling, and the impulse starter, and mounts the drive-pinion on the magneto, can also be left in position so as not to disturb the gear, and the magneto can be removed at the coupling. Three bolts secure and align the complete -installation. No auxiliary drive is carried by the rear gear-cover except ‘the tachometer attachment, which can be screwed on either magneto pinion and is spring-driven so that it does not ‘need accurate alignment. The top section of the crank-case is assembled as far as -possible before the connecting-rods are mounted with their pistons, and the cylinders and assembled cylinder-heads attached. The-carburettor and manifold, ready assembled, is next installed, and then the sump put on. The Hermes sump is characteristic in shape and the new type has cooling-fins on the under surface. An aerobatic ‘tray is standard on production engines. This is merely an aluminium sheet tray secured over the sump and under the ‘cranks to prevent the oil from flooding into the cylinders during inverted flying. A hole in the middle is covered with gauze. It replaces the gauze tray which was used in earlier Cirrus engines Controls for the Claudel Hobson carburettor and the -magnetos are led back to a satisfactorily solid and simple transverse shaft mounted on the rear gear-case. The mag- neto advance works with the throttle opening until the latter is half-way, when the spark is fully advanced and ‘remains so at all wider throttle openings. 3 As the power of four-in-line engines is stepped up the ‘cooling problem becomes more urgent. To have cylinders Sticking vaguely-into the slip-stream is no longer enough, as if was when cylinders were smaller and delivered a mere 215 or 20 h.p. each. OIL MATTERS.—A Hermes craftsman inserting the oil filter in its housing, which contains oil under pressure ON THE SQUARE. — Testing the alignment of Hermes zudgeon-pin bear- ings on the plane table, the thrust ball-race at the airscrew end of the crank- shaft, and the gear pinion at the other. The oil pas- sages in the crank-pins have not yet been fitted with baffles, but the main bearing baffles are. in position. pete i aN —— To cope with this situation the Cirrus designers provide an open type cowling with each engine. It consists merely of properly designed sheet-metal chutes to direct air round the sides and tops of the cylinders, and a nose-piece which helps the fairing without excluding necessary air. Certain machines can be supplied with complete cowling, but this depends directly upon the design of the aeroplane itself. During the War 1914-18 the same system was used for stationary air-cooled engines, but modern cowlings are strikingly compact beside the ungainly scoops then used to capture as much of the relatively slow slipstream as possible. Certain types of light aircraft have their Hermes engine most beautifully cowled, and it is Mr. Caple’s ambition to do as much for all the others. The efforts of Messrs. Caple and Thorn to exhibit every- thing there was to see were ably seconded by Mr. Palmer, of the shops, who obligingly helped with the illustrations by inducing his blushing satellites to brave the camera and provide “human interest.’’—F. D. B. when the engine is running. The oil enters the core of the filter through the hollow gauze discs threaded on it, ithe meshes of which are finer than the screen of this picture. In the sump can be seen the aluminium aero- batic tray with a vertical tube for the oil-pump shaft in the far corner,

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‘965 (Supplement to THE AEROPLANE) The Bluebird May 21, 1930 HOW GIPSY ENGINES ARE MADE. The Blackburn Bluebird is offered with four standard -_power units so that the purchaser has a choice of three makers, two types (radial or air-cooled), and four ranges of -horse-power. One of these standard power units is the D.H. Gipsy Mark I. Since 1927, when the D.H. Gipsy engine was first intro- ‘duced, over 1,200 of them have been made. This is a re- ‘markable achievement, if one considers that in this time the De Havilland Company have brought a new engine through -its teething troubles, tooled up their works for it and pro- duced it in quantities. The achievement is made more considerable by the fact that the company had no equip- ment for the job and had to lay out and equip the necessary ‘Shops. Even now the demand for increased production is making modifications and extensions to the shop necessary. One aspect of the problem that the company had to face was the fact that the output was not large enough to ‘warrant the use of the most specialised machinery,—for ‘instance to use a multi-spindle drilling machine for the crank-cases was not economic and a compromise had had to be reached. The job is fully jigged, and to keep this ‘equipment up to date and in line with the modifications that progress has shown to be necessary has kept the tool ‘room working ‘ overtime” for three years. It is a large ‘tool room too. The engine shop is a large building, with all its apper- taining processes and stores part of it or immediately -adjacent thereto. The stores, the view-room, the tool-room, ‘which is in two sections, one for machines and the other ‘for fitters, the heat-treatment department, and the labora- "tory are all arranged about its interior. The system of inspection which has been developed is of ‘special interest. The most essential feature of any inspec- tion system is that it shall prevent any faulty component from reaching the assembly line. Equally important in practice is the keeping of any scrap down to a minimum. When material is being produced in quantity a faulty set- ting on the machine or a damaged jig will automatically produce a steady stream of scrap. Yet while preventing this the inspection system must not interfere with the normal flow of production. The De Havilland Company have achieved this by having a number of inspectors out in the shop whose duty it is to inspect the first item of any one batch. They also inspect ‘occasional samples. This automatically checks the setting of the machine and ensures that the batch will be up to standard. When the complete batch has been finished then the view-room inspects the lot. The exceptions to this are the larger jobs, such as crank-cases, which are inspected more or less in situ to avoid excessive handling. If one wanders round the shop some of the more interest- ing operations catch the eye immediately. As the crank- cases come through from the approved stores they are placed in a jig and the face of the joint with the other half crank-case is rough-cut in one operation in a vertical- spindle milling machine. A cutter of large diameter is used which machines right across the width of the crank-case, so that the job has only to be fed along its length. Remov- ing the crank-case from the jig after this operation allows the metal to settle, and so avoids any distortion that may have occurred during the rough-cut. Various forms of gang-milling are extensively used in the shop. One of these is milling the faces of the main bear- ings of the crank-case. The upper part of this, with the bearing-caps bolted into position, is laid sideways in a hori- zontal-spindle machine. By moving the crank-case into the machine the faces of the bearings can all be cut at one time. A similar scheme is employed for facing the big- and little- ends of the Y-alloy connecting-rods which are placed in a jig in pairs, the little-end of one opposite to the big-end of the other. Each pair of ends is then machined together - = standard milling machine with a gang of side-milling ools. Another double operation is made on the connecting-rods on a special two-spindle drilling machine. This has been so arranged that while one big-end is being rough-bored the other big-end can.be finish-bored at the same time. The same process is then applied to the little-ends. A neat jig has been evolved to hold the cylinder-heads during machining of the faces of the ports, which are set at an angle to each other in the cylinder-head. This jig is so arranged that when one face has been machined with an end-mill the operator swings part of the jig through less than 90 degrees and the other port-face is then in position, and this without any re-setting of the machine. An interesting operation is the finishing of the aluminium- alloy pistons which, instead of being ground, are finished with a diamond in a lathe. This gives an extremely satis- factory finish. The piston is held by a pin through the gudgeon-pin kearings, which at this stage are only rough- TWO AT ONCE.—The big and little ends of the connecting-rods for the D.H. Gipsy engine being faced in pairs in one gang-milling operation,

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May 21, 1930 1f h e B | ue b i r d (Supplement to THE AEROPLANE) 967 AERO CARBURETTERS A.V. and A.H: 48 C and D Series are standard on the following famous light aeroplane engines :— SCORPION ) A.B.C. MOTORS HORNET | LIMITED GENET | ARMSTRONG SIDDELEY GENET MAJOR | MOTORS LIMITED GIPSY II 1 DE HAVILLAND AIR- GIPSY III CRAFT CO. LTD. H. M. HOBSON 0.yr. lhe power jet gives maximum 47/55, THE VALE, ACTON, LONDON, W.3. re) bed * . . . : power with economical cruising Telephone: CHISWICK 4231 (4 lines) Telegrams : ‘ASSEMBLAGE , LONDON.” ~ Gy \ <S? +) Lis . ~ pore vy = § ry y 4 .. = aes Rey? were used for these NOTABLE ACHIEVEMENTS The Schneider Trophy Contest, 1929— Ist Place. The World’s Air Speed Record—357.7 m.p.h. Ist and 2nd Places in every King’s Cup Air Race, Ist and 2nd Places in every Aerial Derby. First Non-Stop Flight to India. World's Motor Boat Speed Championship. German Motor Boat Speed Championship. World’s Speed Record for Cars. These and many similar achievements demonstrate the ABSOLUTE RELIABILITY OF B.T.H. MAGNETOS. The British Thomson-Houston Co., Ltd., Alma Street : - Coventry. SL IES AE RI EAE SE SE ER TD KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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968 (Supplement to THE AEROPLANE) T h e B ] ue b ] r d MAY 21, 1930 ST ee ee terior of the skirt. The faces of the gudgeon-pin bearings after boring are faced by being gang-milled in one opera- tion. Naturally, small diameter cutters have to be used, as there is not much clearance available. When the machining operations have been completed the pieces are put together along the side of the shop devoted to assembly. Here the sub-assemblies go together on benches and the crank-case assembly is started on special handling trolleys. When the engines have been completely assembled they are run-in for two hours by an electric motor. When this has been done and all the openings have been carefully masked to prevent the entry of dust the com- pleted engines are taken off to the test shop. Here there is so much noise that you only notice the vibration and do not realise the din until you try to speak. The staff perforce become expert lip-readers. The engines are put on benches in-an open-sided shed and fitted with wind-brakes,—a clumsy-looking relative of the airscrew, de- signed to absorb the engine power, and called in America a club. When the engines have run for two hours, first at 1,900, then at 2,000, and finally at 2,100 r.p.m., they are taken into the stripping-shop and pulled to pieces. Then they are put in a washing machine, where a conveyor belt takes them through a boiling alkali solution. Then they are wiped and laid out for inspection. If the inspector passes all the bits they are re-assembled and taken into the test-shop again and this time put on the Froude dynamometer, where they are run for an hour to register the power-curve, and to see whether the engine is developing the right power at the right speeds. If this final test is satisfactory the engine is ready for installation or for despatch. If on stripping any faults are disclosed and replacements become necessary, and these are of a major character, the while process of testing has to be repeated—Which may give some idea of why Aero-engines cost as much as they do. —T, J. SPECIFICATIONS, ee td tne a a ee a eae oa Gipsy I. [| - ‘Gipsy cI; | Gipsy -III. Bore and Stroke __... sa 114x128 114 x 140 114 x 140 Compression Ratio ... or Lee | $.2'h1 5.2:1 Power output (fully co rec- 3 ted at max. R.P.M.) .... | 98,5 at 2.100 | 120.5 at 2,200 | 122 at 2,200 Weight ney including air- pet (6 oner 7 - hub) ... ‘x ive 285 Ibs. s. (in- Ss. THE ASSEMBLY LINE.—An operation on the head of aia ¥ sludes oil sumplsump Includes a D.H. Gipsy cylinder. and airscrew airscrew spinner) spinner) bored. This pin slips through a tod which runs through P/tiehi per motion iatias, | Og ste sect | 10.57 see eemRO eS er the face-plate to outside the headstock and can be rage tis R.P.M. and max H.P.) ... H.P./hr. ‘ HAP hr. F HP. hr. Thus the piston can be pulled against a locating jig on he Oil consumption (at max. | 0.5—0.75 pts. .75—1.0 pts .75- 1.0 pts. face-plate, which locates from a bored surface on the in- R.P.M. and max. H.P)... | per H.P./hr, per H.P./hr. per H.P./hr. Ves » we SAVING TIME.—The crank-case-bearings in the D.H. Gipsy engine being faced in one gang-milling operation. The crank-case is invisible beneath the safety cover.

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May 21, 1930 T h e B | ue b 1 r d (Supplement to THE AEROPLANE) 969 ea ; os 7 a tg Ky Se eee —(‘‘ Aeroplane ’’ photograph.) THE SLOTTED “BLUEBIRD.” (Up to the present time 90% of the machines produced are fitted with HANDLEY PAGE AUTOMATIC SLOTS.) CRICKLEWOOD, LONDON, N.W.2 TRIUMPH AFTER TRIUMPH HAS BEEN ACHIEVED BY MACHINES FITTED WITH RUBERY, OWEN COMPONENTS. You will find that our components are fitted to nearly all the first-class machines. ‘The reason is:—Our cus- tomers know that behind every product there is the necessary knowledge and © experience, and that the parts we make can be relied upon. | The Bluebird is one of the machines fitted with our components. HEAD OFFICE & WORKS: SOUTH STAFFS, DARLASTON, Siphon) DARLASTON 138 ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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(Supplement to THE AEROPLANE) 970 The Bluebird May 21, 1930 THE GENET MAJOR. The Genet Major is the latest addition to the well-known range of Armstrong Siddeley air-cooled radial engines. This engine is rated at 100 h.p. and therefore occupies a position midway between the 80 h.p. Genet and the 150 h.p. Mon- goose. This engine made its first appearance at the 1929 Aero Show at Olympia, where its clean design and sturdy appearance created a most favourable impression. The engine is particularly suitable for the more highly- powered light aircraft, such as the Bluebird, the perform- ance of which with this engine is comparable to that ob- tained with the most powerful engine at present availabie of the in-line type. The Genet Major has also been making a name for itself as a result of its behaviour with the Avro Five. This three-engined five-seat high-wing monoplane is carving out a name for itself with the aid of its Armstrong Siddeley engines. The Genet Major can be obtained in the geared and un- geared form, though the performance of both types is the same. The Armstrong Siddeley engines possess a number of features which are of particular technical interest. There is the patented method of securing the aluminium cylinder- head to the steel cylinder barrel, which provides a perfect gas-tight joint with good thermal contact, the extraordi- narily simple and efficient patented means which has been adopted for holding the cylinders in the crank-case and the special system of assisting the distribution of gas by means of a fan. The Genet Major is a five-cylinder engine and the cylinders are so arranged that the vertical one is at the bottom. This arrangement provides the least interference with the view from the cockpit. Each cylinder is machined from a forging and then has its lower end screwed into a steel adaptor. This end is then located in the crank-case and locked there with a double cone locking ring and screw. This system has the double advantages of distributing the pressure of the explosion over a large area of the crank- case and being easy to undo. The two valves per cylinder are not interchangeable as they are made from different steels. Stainless steel is used for the inlet and cobalt chrome steel for the exhaust. Each rocker-arm is carried on two rows of ball-bearings which can be lubricated with a grease gun. A character- istic feature is the arrangement at the push-rod end of the valve-rocker where a loose pad for the flat end of the push- rod is formed by two cylindrical surfaces set at right angles This scheme provides universal motion and The valve gear is to each other. line contact which eliminates wear. totally enclosed in streamline covers. The Genet Major. The complete cylinder of a Genet Major, showing the compensator mechanism which is fitted to keep the clearances of the valve-tappets constant. The crank-case includes the usual Armstrong Siddeley feature of a mixing chamber’where a fan is used to pro- mote proper mixing of the vapour and to ensure correct distribution to each cylinder. The crank-shaft is carried in two roller bearings, the front one is fitted in the crank-case and the other in the rear cover. These bearings are close to the webs of the crank. A third dual purpose bearing is fitted to the front cover to take the thrust of the airscrew. The master-rod and one half of the master-ring are formed from one steel forging which is ma- chined all over. Two of the auxiliary rods are attached to this half of the master-ring and the remaining two are carried by the cap. All the rods are of H. section. The mixture is supplied by one Claudel-Hobson A.V.48 carburet- tor which is mounted at the rear of the engine and delivers the mixture direct to the impeller. The ignition system comprises two B.T.H. G.L.5 magnetos, one of which is fitted with an impulse starter. Dry sump lubrication is used and the pump-unit which com- bines the pressure and scavenge pumps in one is very accessibly placed on the front’ cover. The scavenge pump which has a 50 per cent. greater capacity than the pressure pump draws oil from a Sump at the bottom of the crank-case on each side of the bottom cylinder. This oil is passed through a cylindrical filter in the pump itself. The oil is then transferred to the tank whence it is forced by the pressure pump, after passing a multiple- disc fine-gauze filter, to the crank-pin by way of the crank. A release valve in the system prevents too great a pressure from being built up in the system. For priming purposes a petrol primer is fitted and con- Digit ea Google

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Ld a) ~] _ May 21, 1930 T h e B I ue b i r d (Supplement to THE AEROPLANE) ROO ROE ORONO is JAMES BOOTH & COMPANY 15) LIMITED. ssosgsseseats ARGYLE STREET WORKS . . NECHELLS, S BIRMINGHAM. Te'ephone: East 1221 Privat: Branch Exchange. Telegrams : ‘‘Booth, Birmingham.’’ Cables: Lieber'’s 5 Letter Code; Bentley's Code; A.B.C. Sth and 6th Editions. SOQ Ae LA AS A OIG PWEGOVAGMAGO Wx = yal J LOCUT AIT ITI GIS Sy Ss oe “DURALUMIN” “Y” ALLOY as used by ALL Aircraft Constructors and Engine Builders. PEPE DRIER SRI IRD SESE KINO SUSE GES EUG RSE E GAGE GEC pes = WY SEC CG 6 x DEG 3D DSI.9FG..9G. 9G. 99.94. nwa)! SD) va)! j BOER EERO ERROR OSCX i ON ON ON OW EN Ot Z ERERG SYA ON ONGG A new edition of our Catalogue of Special Sections of Weldless Steel Tubes is now ready If you have not had your copy, please make application This Catalogue shows nearly 800 different Special Sections, including British and American Standard Streamlines A t —— + ee eS ee CS ACCLES & POLLOCK Lrp Se BRN | BIRMINGHAM ear SPT VI ARE PL OR Ny ROI a gO ag RISO] POOR SRP Sea Ys Say eas Sr et oS a, ee a IS KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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(Supplement to THE AEROPLANE) 972 The Bluebird May 21, 1930 THE GENET-MAJOR.—The master-rod, an auxiliary-rod, a wrist-pin and bush, and the cam-ring assembly. \ FLYING TESTS As is generally known the Bluebird is the only all-metal light aeroplane in- this country and is now being produced in quantity by Saunders-Roe Ltd., of Cowes, under licence from the Blackburn Company. It may be fitted with either the D.H. Gipsy, the Cirrus III, the Cirrus-Hermes or the Armstrong Siddeley Genet engine and as with most types may be converted into a seaplane when required. There is no doubt that side-by-side seating will have to come and the Blackburn Company deserve full credit for having been the first to build a light aeroplane of this type. Whether side-by-side seating is satisfactory in the present-day type of light biplane is a point on which much argument can be raised,—everyone to his or her taste. Sitting beside one’s passenger is a great deal more pleasant than behind. There is a feeling of companion- ship,—map reading and the argument about which way to go can be carried on more easily, anyhow as far as ‘ facial expression is concerned, though one doubts whether conversation by means of the normal shout is any easier than that from cockpit to cockpit with standard telephones and voice. Also such an arrangement does, undoubtedly, have some psychological effect in inducing people to tiy who would otherwise never dream of flying in a machine with separate cockpits. . Instruction, under many conditions, is simplified and the pupil can learn by watching what he would otherwise have to be told. There are aerodynamic advantages in the central position of the load, and weight should be saved by having only one set of instruments, windscreens and other accessories. On the other hand there are those who argue that restricted view and an abnormally wide fuselage, together with a certain loss of performance counter-balance these advantages. & The Blackburn Aeroplane and Motor Co. Ltd., as the pioneers of the side-by-side seating in this country, have had the usual uphill fight to gain their objective, and the Bluebird is at present the only English biplane of that type. During several flights in a Bluebird lent by Auto Auctions Ltd., who are the World distributors for this make of air- craft, one had plenty of time to study these points. The machine flown was a standard Gipsy-engined model without slots and was flown with and without a passenger. The climb was 2,000 feet in 24 minutes and 4,000 feet in 5 minutes. The Air Speed Indicator gave a reading of nected to a ring pipe on the rear of the engine which has separate pipes leading to the induction ports of each cylinder. By this system atomised petrol can be fed into each inlet port.—F. D. B. DIMENSIONS.—Bore and stroke 4.25 in. by 4.5 in. mm.), Overall diameter 38 in. (905 mm.). WEIGHTS.—Weight (ungeared) 250 Ibs. 280 lbs. (127 kg.), (.94 kg./h.p.). PERFORMANCE.—(Same for geared and ungeared) Rated h.p. at sea- level] 100 at 2,200 r.p.m., Actual h.p. at sea level 103, Maximum hp. at max. r.p.m. at sea-level 110. (108 mm. by 114.3 (95 mm.), Overall length 36.2 in. (113.5 kg.), Weight per h.p. Weight (geared) (ungeared) 2.08 Ilbs./h.p. OF MODERN LIGHT AIRCRAFT. III. THE BLACKBURN BLUEBIRD. [By CHRISTOPHER CLARKSON.] 93 m.p.h. at 2,050 r.p.m. full out and a touring speed of 80 m.p.h. at 1,850 r.p.m. [Presumably the A.S.I. was feeling pessimistic that morning.—Eb.] The machine takes off quickly, provided one gets the tail well up, otherwise it is apt to bounce across the aerodrome an eas showing any signs of becoming permanently un- stuck. On the glide the controls are quite normal, and the machine handles pleasantly, except that the actual gliding angle appears to be rather steep. The landing speed is about 45 m.p.h. and the machine sinks quickly onto the ground without any float. Once on the ground it pulls up remarkably quickly and in a very short space. This is a great attribute and one which should receive more attention than it does. The fore-and-aft and the directional controls are well balanced, progressive in feel as the speed increases, and efficient at all speeds. The machine flown was inclined to be heavy laterally, and there was a slight lag between the movement of the stick and the resultant movement of the machine. Also, during the take-off the ailerons were slow in taking effect and one got the impression that a cross-wind take- off would not be pleasant. This control, however, has a normal amount of feel on it and shows the approachin stall quite well. In a straight-forward stall this machine was normal, the nose sank gently and answered to the fore and aft con- trol almost at once. But when stalled on a climbing turn or with one wing down it showed a tendency to flick rapidly into a spin and some height was lost before recovery could be made. As regards comfort, the cockpit of the Bluebird is re- markably free from draught, and is comfortable to sit in except that the distance between seat and rudder-bar is rather short for a tall man. The instruments and engine switch are very neatly fitted into the dashboard, but no bubble is included. The petrol-cock is within easy reach. The throttle is set on the bottom of the instrument-board in the middle, two pigeon-holes are provided in the dash, and map pockets are made in the side of the cockpit. The whole cockpit arrange- ment is very neat, and entry is easy by a door at each side in the fuselage. ‘ As regards the controls themselves, the stick is just too

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ig oa The May 21, 1930 Bluebird (Supplement to THE AEROPLANE) 973 SEVERAL OF THE STEEL & DURALUMIN BRACKETS AND LEVERS USED ON THE “BLUEBIRD” ARE MADE BY THE PYNE MFG.Co.LTD. TEDDINGTON, MIDDLESEX. ALSO MANUFACTURERS OF DIMMER SWITCHES, CONTROL BOXES, TERMINAL BLOCKS, A.G.S. PARTS, IGNITION ACCESSORIES AND OTHER ELECTRICAL APPARATUS. PHONE : MOLESEY 279. AI.D. APPROVED. Benton & Stone LIMITED MANUFACTURERS OF AIRCRAFT PARTS Non-Ferrous Metals —BRASS, ALUMINIUM, DURALUMIN, ETC. Our productions include: Filters, Cocks, All-metal Couplings, Wing Nuts, Unions, etc. A ll _ made to Air Ministry speci- fication. We invite enquiries. BENTON & STONE, Ltd., Enots Works, Bracebridge St., BIRMINGHAM. Regd. Trade Mark THE PETROL TANK & GENERAL METAL WORK ON THE BLUE BIRD WAS MADE BY GALLAY RADIAIOR Co. APPROVED BY THE A.1.D. —— SFE The Gallay Radiator Co. Ltd. specialises in metal work of all kinds, and we are the acknow- ledged experts for radiator repairs. Gallay repairs or replacements are efficiently executed in the shortest time at the lowest cost. GALLAY RADIATOR CO. LTD. Manufacturers of Radiators and Agents for the Cozette Supercharger. 103-105, SCRUBBS LANE, WILLESDEN, N.W,10. Telephone: Willesden 3911.2, ‘“ BLUEBIRD” LIGHT AEROPLANE FROM THE CENTRE PLANE TANK TO THE FILTER AND FROM THE FILTER TO THE CARBURETTOR., Petro-Flex is a light, flexible Tubing which is impervious to the action of Petrol, Benzol, or Oil, and is entirely unaffected by excessive vibration. It gives the most reliable connection between Tank and Carburettor for Motor Cars, Cycles. Lorries, Aircraft, etc. Prices on request. HOBDELL, WAY « Co. L™® 45, CHURCH ST., "Phone: Royal 8022 (4 lines). MINORIES. Telegrams: LON DON, E.%, | Hobnails, Ald, I. ndon.” The Unbreakable “si Tubing KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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O74 (Supplement to THE AEROPLANE) The Bluebird May 21, 1930 short, and would be greatly improved by being a few inches longer. This is a modification one could do oneself, and it may be included in the new model. Both sticks and rudder- bars are easily removable. A good point is the fitting of an adjustable tail-plane. The incidence lever is placed between the seats. In the air there is a noticeable absence of vibration and the en- gine is well silenced. The view is moderate. Below and ahead on the side vou are sitting it is good, but to the other side it is cut down by the wide fuselage. Also the engine minimises this area by preventing one from seeing forwards and down- wards to the opposite side. Above are the main planes, so that a machine overtaking at a higher level is soon lost. A good view behind can be got by turning round. When taxying the engine and fuselage completely block out the opposite side, so that it is necessary to half-stand on the rudder-bar to see where one is going. An inverted engine would improve the pilot’s view tremendously, but one realises that this is part of the price which must be paid for having side-by-side seating. ACCESSORIES IN THE STORES. The raw materials for the construction of the Blackburn Bluebird are assembled in the stores beneath the Maresfield Works. These are divided into two parts, one of which is for material approved by the A.I.D. In these stores one finds steel tubes from Accles and Pollock Ltd. There are bins full of nuts from Rubery Owen and Co. Ltd., and from Brown Brothers. There are racks full of Duralumin sheets and Duralumin tubes from James Booth and Co. Ltd., and there is aluminium sheet also. The sacks of rivets have come from Baxter’s Bolt, Screw and Rivet Works. There are bars of stainless steel from William Jessop and Sons Ltd. In the finished parts stores is kept everything that will be needed on the assembly line. The first thing that one notices is a row of aero-engines which are strategically placed beneath the overhead crane. These are Cirrus, D.H. Gipsy, Cirrus-Hermes or Genet Major as the occasion de- mands. There is a collection of tinned-steel fuel-tanks which have been made by J. H. Randall and Son Ltd., and the Gallay Radiator Co. Ltd. The safety belts come from the De Havilland Aircraft Co. td. The fire extinguishers, which are fitted to each machine, come from the Pyrene Co. Ltd. The wooden airscrews are made by the Airscrew Company Ltd. The wheels and tyres complete and ready for assembly On yay undercarriage are made by the Dunlop Rubber Co. Ltd. . Gadgets like cocks and filters come from Benton and Stone Ltd. The machine handles satisfactorily on the ground and the tail can be lifted round by hand. The finish is good. A large luggage-locker just behind the cockpit, running across the fuselage, will just take a special suit-case,—which Auto-Auctions Ltd. sell at 5 guineas. A locker for golf clubs or fishing rods can be fitted into the top of the fuselage for an extra cost of £6 I6s. Owners are well supplied with service and depots where they can get spare parts, as these are obtainable at Heston, Brough, Cowes or Hanworth. The following gives the maker’s performance figures for EG See with the various engines which may be in- stalled :— PERFORMANCE. GeNET HERMEFs. GIpSsY CIRRUS III. MAJOR. Speed Max. .. 112 m.p.h. | 103 m.p.h. | 100 m.p.h. | 112 m p.h. Cruising speed... 94 m.p.-h. | 86 m.p.h. | 85 m.p.h. | 94 m.p.h. Landing speed ... Ses 44 m.p.h. | 44 m.p.h. | 44 mp.h. 44 1n.p-h. Initial rate of climb ... | 730 ft./min. | 720 ft./min. | 700 ft./min. | 730 ft./min. Cruising Range 320 miles 470 miles. | 480 mile- 320 miles Price deé rr: £865 £795 £795 £975 BEFORE THE FACT. é The Petro-Flex tubing is supplied by Hobdell Way and o. Ltd. There are sheets of safety glass from The Triplex Safety Glass Co. Ltd., for the windscreens. Various sub-contractors have made quantities of detail parts and one can see the products of the Monarch En- gineering Co. Ltd., Atalanta Ltd. (a firm which is staffed and managed entirely by women), and the Pyne Manufac- turing Co. Vickers (Aviation) Ltd. supply special petrol cocks and a variety of special fittings. The Dope and Covering Shops consume a quantity of material. The dope comes from Cellon Ltd. The various tapes and fabrics have come from Stevenson and Son Ltd., from Thomas Sinton and Co. Ltd., and from the Ulster Weaving Co. Ltd. ACCLES TUBES FOR THE BLUEBIRD. Mention has already been made in another part of this issue of the particular advantages that a system of metal construction offers for the production of aircraft in quan- tities—or series, aS our French neighbours call it. Out- standing features of the construction which is used in the Blackburn Bluebird are the system of mechanical joints made with extremely few parts and these of the simplest design. The use of one size of tube only has made this possible. This uniformity of tube sizes has further advantages, both from the view-point of the manufacturer and the supplier. Material can be ordered in relatively large amounts in- stead of being split into a number of orders for tubes of varying dimensions. The whole of the weldless steel tube which has been used BITS AND PIECES.—The Component Parts of all the flying surfaces of the Bluebird on the main Assembly Jigs in the Works of Saunders-Roe fF td.

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The May 21, 1930 ‘Phone: ELSTEAD 20. © Stn.: MILFORD, SURREY. S.R. CO., LIMITED. | Specialists in Accurate Machine Work. Camshafts, Etc. Valves, Experimental Engine W ork. ELSTEAD ie E965 SPECIAL HEAT RESISTING As used by Hinkler in We conker ENGINES | his“ Cirrus” Engine on his Australian Flight. —— SURREY. The most efficient Valve Steel introduced during recent years. 1, It forges and machines quite well. 2. ‘the heat treatment is very simple. 3. Itretains a high tensile value at high tempera- tures. 4 Withstands rigorous thermal chan es with- out any detrimental effects. §. It will not harden under any conditions, and is therefore never brittle 6. It is ver tough at all temperatures and As Used in Fs all “Cirrus i. ta. a under all conditions. a —_— 7. It resists erosion by iS exhaust gases to a end “Cirrus H ermes’ remarkable degree. Engines, a KAYSER ELLISON & CO., LTD. CARLISLE STEEL WORKS, SHEFFIELD. ESTABLISHED OVER 100 YEARS. Bluebird The Experts Know ! AND FIT ELIWORTH * PISTON RINGS PROVED FOR RELIABILITY ann EFFICIENCY. STANDARDISED ON THE | CIRRUS CIRRUS HERMES mee ENGINES ON AIR MINISTRY APPROVED LIST. \WELLWORTHY —— LIMITED —— Radial Works LYMINGTON HANTS ) GRAMS. Ae ““WELLWORTHY” “ “PHONE, 30,LYMINGTON HANTS, <- Numerous * MONARCH” Sheet Metal Fittings and Machined Components are in use on the “BLUEBIRD” MACHINES We are specialists in General Aircraft Access- ories, and your enquiries are invited for any E'ectrical or Mechanical components, Bombs, Sights, Bomb Carriers, Bomb Release Con- trols, etc. Manufacturers of Bombing In- structional Apparatus. H.M. Air Ministry App oved Inspection, Contractors to the Admiralty, War Office, Colonies, etc. MONARCH ENGINEERING CO., LTD., Empire Works, Croydon Road, PENGE, LONDON, S.E.20. Telephone : Syd. 1177. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. (Supplement to THE AEROPLANE) 975

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976 (Supplement to THE AEROPLANE) The Bluebird MAy 21, 1930 in the Bluebirds which have been built to date has been supplied by Accles and Pollock Ltd., who consider this to be a very high compliment. This firm has probably had a longer experience of tubular construction for aircraft than any other firm in the World. As long ago as 1908 they made experiments with streamline tubes for the Wright Brothers. Many improved methods of aircraft construction have been developed in the shops of Accles and Pollocks Ltd., a section of whose staff spends its while time in making tests and experiments to decide the most suitable material and methods of production for every conceivable tubular part of an aircraft structure. The result of all this work is that Accles and Pollock Ltd. place at the disposal of aircraft builders and designers a comprehensive knowledge of all the possibilities of tubular construction. They are always prepared to make experi- ments, and to place their experience at the disposal of air- craft firms who consult them. . ADCOL FOR BLUEBIRDS. Alexander Duckham and Co. Ltd. are widely known as manufacturers of lubricants, a recommendation in itself is the fact that they are on the approved list of oil suppliers to the Air Ministry, which is entirely satisfied with the pro- ducts of the firm and the manner in which they are manu- factured. . Duckham’s Adcol New Process Oil, which is known as Aero N.P.5, surpasses the requirements of the Air Ministry’s specification D.T.D.109-P.4, which is probably the most ex- acting test in the World for aero-engine oil. This oil is officially recommended for use with the Bluebird, as Cirrus Aero Engines Ltd. recommend it for the Cirrus engine, and — the De Havilland Aircraft Co. Ltd. recommend it for the D.H. Gipsy. AIRSCREWS FROM WEYBRIDGE. Under the generic name of airscrew is included the tractor and propeller varieties, and even the wind-driven miniatures which actuate generators and pumps on certain ‘types of aircraft. The Airscrew Company, Weybridge, Sur- rey, makes them all in any size. A special department of the factory turns out tractors for light aeroplanes on real mass-production lines, but airscrews of more ambitious proportions, such as the 16 ft. ‘screws for the R.101, are all in the day’s work at Weybridge. The Company specialises on wooden airscrews, which are still the most favoured type in all branches of aviation, and will manufacture airscrews to meet any specifications. Their attractive and impressive display at the Olympia Aero Show last year will be remembered by those interested in this vital branch of aeronautical engineering. Their airscrews have given faultless service in practi- cally all the great flights by light machines and many of those by heavier craft. ANGLO-AMERICAN ESSENCE. Pratt’s Aviation Spirit has universal application in the fiying world. In other words, it is not used only for specialised engines or undertakings, but for general use, and can yet be specialised for the utmost achievement in any one line. The Anglo-American Company were, incidentally, the first to commercialise the famous Ethyl petrol, doped with T.E.L. This form of doping has decided advantages over the use of benzol as the quantity of T.E.L. used is small and can be carried in the machine if the engine requires doped fuel but is travelling in regions where nothing but ordinary petrol is available. . Among the famous feats performed on Pratt’s were Lind- bergh’s Atlantic flight, the winning of the 1929 Schneider Contest and the setting of the World’s highest speed on the Supermarine Rolls-Royce S.6 seaplane last year, also oe light aeroplane speed record on the D.H. Tiger- Moth. “High test” has come to be almost a synonym for Pratt’s and it lives up to its name. ATALANTA LTD. Soon after the War 1914-18 a number of girls who had been doing war-work got together and formed a company in which Lady Parsons became interested. This firm was -called Atalanta Ltd. and it has been forging ahead steadily ever since, so that nve years ago it had to move to new premises. This concern is extraordinarily interesting. The execu- tive, the staff and everybody connected with the company are all women, who have managed so successfully that Atalanta Ltd. has been doing sub-contract work for Saunders-Roe Ltd. and other aircraft firms. They have made a quantity of machined fittings for the Bluebird, and the entire order has been up to A.I.D. standard. Atalanta Ltd. have already done a lot of work for the Westland Aircraft Company and the Gloster Company, so they have had a good deal of experience of aircraft work. They have just completed an order for Armstrong Whit- worth of special rolling mills for steel strip. ‘wo Ge VARIETY.—The various machined jobs made for th Bluebird by Atalanta Ltd. The Air Ministry keeps a fatherly eye on the firm, which is visited when the occasion arises by an A.I.D. inspector. One heard the other day that the workmanship and de- liveries of this firm were -surprisingly good, not, mark you, in comparison with similar feminine organisations (if there be any), but purely on its merits in comparison with re- putable firms run by experienced men. BAXTER’S RIVET WORKS. The rivets for the Blackburn Bluebirds have been sup- plied to Saunders-Roe Ltd. by Baxter’s Bolt, Screw and Rivet Works, of Birmingham. This firm has specialised in the manufacture of bolts, screws and rivets for many years. But though old-established the firm is well abreast of the times and can supply all the rivet requirements of Avia- . tion. In fact they are already producing rivets of a novel kind for a new process which is particularly applicable to aircraft and will be shortly described in THE AEROPLANE, BENTON AND STONE LTD. Benton and Stone Ltd. are very well known as manu- facturers of aircraft parts to the Air Ministry A.G.S. num- bers. They make a very large variety of filters, drain- cocks, unions and the like, in non-ferrous metals, and from this range they have supplied material to the con- structors of the Bluebird, Saunders-Roe Ltd. B.T.H. MAGNETOS. ; Among the accessories which have been the frequent subject of congratulatory telegrams to the makers from satisfied aviators is the British Thomson-Houston magneto. Two of these are used on each Gipsy and Cirrus, among the four-in-lines, and on the Genet among light radials. Their Sturdy simplicity makes them deservedly popular. The AG4-4 type, as used on the Gipsy ITI, is an example of the four-in-line type. It is base-mounted, and the base, with distributor and driving end-plates, is cast in one unit. The armature space and the bearings are machined at one setting to ensure exact alignment. A rotary safety gap is used to avoid undue ionization and high temperatures. The GL-5 type, as used on the Armstrong Siddeley Genet, differs from the AG4-4 in being spigot-mounted and revolv- ing at 1} times crank-shaft speed in order to provide five sparks during every two revolutions. Nickel is used for the distributor segments and distribut- ing electrode of both models, as it gives long wear and free- dom from pitting. Contacts are of iridio-platinum. . An impulse-starter is used on at least one of the two magnetos on all light engines using the B.T.H. By means of a pawl, which drops into a stop on the end-plate at slow rates of revolution, the armature is held stationary against a coil-spring which winds up as the drive-shaft continues to. revolve. At a pre-arranged position of the drive-shaft a cam overtakes the pawl on the armature assembly ana lifts it clear of the stop. The armature is flicked by the spring into its normal position relative to the drive-shaft, thereby causing an intense spark. -When the engine is turning at over 160 r.p.m. the pawls are held out of action by centri- fugal force. CELLON DOPE. The Blackburn Bluebirds which have been built by Saunders-Roe Ltd. have all been doped with Cellon mate- rials. Among these finishes are the standard blue and silver of the Bluebird, also the distinctive orange and black of National Flying Services. The question of exterior finish and colour scheme is be-

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May 21, 1930 | — . TT h ec 7 B lu eb 1 rd | ‘Supplement to THE AEROPLANE) 977 | "ALL THESE MACHINES ARE FITTED WITH | | PARACHUTE SEATS TO ACCOMMODATE | eS VEEN AIR CHUTES. : IRVIN AIR CHUTES HAVE | SAVED OVER 270 LIVES | | THROUGHOUT THE WORLD. _ IRVING AIR CHUTE OF GT. BRITAIN, LTD., | Telegrams: Irvin, Letchwor.h, LETCHWORTH, -HERTS. 3 Telephone: Letchworth 370. -“SINTONA” AEROPLANE LINEN FABRICS to BRITISH and FOREIGN SPECIFICATIONS. (AS USED ON “BLACKBURN BLUEBIRD” BUILT BY SAUNDERS-ROE al COWES) Manufacturers : THOS. SINTON & Co.,, Ltd., Tandragee, Co. Armagh, ‘N. Ireland, Telegrams: Sinton, Tandragee. Selling Agents: J. W. GATES & Co., 133, Oxford Street, London, W.1. Telegrams: Gates, London, Regent 1164. Telephone: Regent 1164. Every ‘‘Bluebird Cirrus”’ St. ch: rape = THE ULSTER WEAVING CO., LTD. Carries IS pro ec 10n. LINFIELD ROAD,——————_BE LF AST. Manufacturers of all classes of LINEN AIRCRAFT FABRICS. SERRATED -EDGE TAPES. PARACHUTE CLOTHS, ETC. As used in the Bluebird. On Atr Ministry Approved List. Stocks of Standard Makes always Available. Te'egrams—LINFIELD, BE! FAST. Carry one on your plane and on your car as well. aS: - # a THE PYRENE COMPANY, LTD., “aie # Great West Road, Brentford, MIDDLESEX. “Gg Telephon Tclegrams:— Ealing 6012 * '7 lines). ** pyrene, Brentford.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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978 (Supplement to THE AEROPLANE) inning to attract a.great.deal of attention, people buy eeatidard types, but they wish to be distinctive. Identifica- . tion letters are not enough. There is growing up a general tendency for attractive individual lay-outs, and Cellon Ltd. are in an excellent position to meet this demand. Cellon Dope and .Cerric Lacquers will produce special colour schemes with a finish that cannot be excelled by paint and varnish. CLAUDEL-HOBSON CABURETTORS. A wide range of light aircraft engines now use the Claudel- Hobson carburettor, which has earned a name for depend- ability in a number of world-famous flights as well as in daily service on light training machines ail over the world. Starting with the smallest, Claudel-Hobson carburettors are now fitted to the A.B.C. Scorpion twin-opposed 40 h.p. aero-engine as well as to its doubled counterpart, the 80 Inp. Hornet. The Genet and Genet Major engines of 80 and 100 h.p. respectively, also use these carburettors, and they are being used on the later models of the Gipsy II and III. Claudel-Hobson carburettors have three jets: the usual idling jet, the main jet, which is in action at all speeds above idling, and the power jet, which only comes into- Dlay at practically full throttle, and gives ample power in this posi- tion while producing utmost economy at cruising speeds. An air-valve opening into. the emulsion chamber permits adjustment for altitude during flight, which is a feature of great value when flying over varying country and through - different climates. DUNLOP RUBBER COMPANY. The Blackburn Bluebird is fitted as standard with the most modern. type of wheel and tyre. The design and con- struction of this equipment is-such as to give complete con- fidence in taxying, take-off and landing. | The wheels are made by the Dunlop Rubber Co. Ltd. and are of the wired type with well-base rims. These wheels are extremely strong and light. Their rims are made in one piece and are therefore free from loose flanges and other detachable parts which might affect the safety of the machine. ' The tyres are also made by the Dunlov Rubber Co. Ltd. and are of the wired or inextensible edge type,—a type which offers special advantages when difficult landings have to be made with tyres which for some reason have lost pressure or become deflated. tyre within the rim is entirely independent of the pressure of inflation, because the edges of the tyre are made with rings of steel wire which are smaller in diameter than the flanges of the rim. The edges of this kind of tyre eannot be stretched over the flanges of the rim by either accident or design. For removal the tyres have to be manipulated in a special manner which cannot be reproduced in any accidental fashion. This means that the tyres cannot be pulled off the wheels short of completely wrecking both. The chief aim in Dunlop tyre and wheel practice is to ensure safety. Only the finest materials are used by the Company in the manufacture of tyres and wheels for air- craft, and nearly all these materials are controlled from their source. The high quality of these materials, expert technicians, specially trained workers, the most modern plant and research facilities combine to produce a pro- duct as nearly approaching perfection as is humanly possible. DURALUMIN MANUFACTURERS. The Blackburn Bluebird is built entirely of metal except for the covering of the wings, control surfaces and fuselage, and the upholstery of the cockpit. This metallic structure is built of steel tube and duralumin. The latter material is used extensively for ribs, control surfaces, fuselage bulk- heads and cowling, engine bearers and fairing, formers and longitudinals. Duralumin, or rather Vicker’s Duralumin, is the regis- tered trade mark for the aluminium-copper alloy produced by James Booth and Company (1915) Ltd. This alloy con- tains aluminium-copper, manganese and Magnesium in the proportions of about 94.5 per cent., 3.5 to 4.5 per cent., 4 to .7 per cent., and .4 to .7 per cent. The properties of this remarkable alloy are widely known now-a-days. It weighs about one-third of the same volume of steel and has a tensile strength of about 25 to 30 tons ver square inch. James Booth’s suvply this material to. meet the require- ments of the B.E.S.A. specifications, so no useful purpose is Served by giving in full the mechanical properties of this alloy in its multifarious forms; anyone who wants these figures can turn them up in the B.ES.A. specificatiors 3 L 3 for sheet, 3 L 1 for bar, and 3 T 4 for tubes. The firm can supply ingots of the metal for casting if required, though duralumin is rarely used in its cast state because its mechanical properties in this condition are very little better than those of ordinary cast aluminium alloys. Rolled duralumin in the form of sheet and striv is widely The Bluebird The maintenance of a wired > used in the metal construction of aircraft. James Booth supplies sheets in all gauges (S.W.G.) down to 32 and in all widths up to four feet and in any length up to twelve. The one exception to this is that sheets below 26 gauge can- not be supplied in widths greater than three feet. Pyr- chasers should remember, hawever, that the standard sheets are six by two feet and six by three feet and a quicker delivery can be given for such sheets. A particularly useful form of duralumin §is Strip, and James Booth supply this in any gauge down to 33 and sheared to any width between three-eighths of an inch ané@ two feet. The strip can be supplied in straight lengths or coils in lengths that range in the thinner gauges from 60 to 40 feet, and in the thicker gauges from 40 to 20 feet. James Booth manufacture an extensive range of tubes made from duralumin. These can be supplied up toa length of 18 feet in any outside diameter between three- sixteenths of an inch and four inches. Tubes not greater than one and a-half inches in diameter can be supplied in gauges down to 26. The firm will be pleased to supply par- ticulars of the minimum gauge of tube that can be manu- factured for any specified diameter. The firm also manu- facture duralumin tubes in a variety of shapes, such as square with sharp or:round corners, streamline, oval and special shapes which the exigencies of design may make necessary. ey The rest of the products of the firm are so numerous that they can only be énumerated: these are rods, hammered bar, drop forgings, wire and rivets. James Booth are particularly well-known for the manu- facture of rolled and drawn sections, forms in which dura- lumin is particularly useful to the aircraft industry. These sections in the form of angles, channels, flanged-channels, corrugated sections and streamline sections can be manu- factured in any appropriate gauge from 26 to 8, and in sizes which are made from strips from one-quarter to 15 or 18 inches in width. The firm specialises in extruded duralumin sections, the thickness of which varies from 16 gauge upwards. Their range is so extensive that one is pretty certain to obtain just what one wants by asking for it. Although the vroducts of this firm have had to be treated in a more or less cursory fashion, probably enough has been said to show how well-equipped James Booth and Co. (1915) Ltd. are to deal with prompt supplies of duralumin in every conceivable form. GALLAY TANKS. ‘The petrol tanks for the Bluebirds, as supplied to Saunders-Roe Ltd., are made by the Gallay Radiator Co. Ltd., of Scrubbs Lane, Willesden, who are among the pioneers of makers of-tanks and radiators for aircraft. A GALLAY GIRL.—One of the tanks for the Bluebird. May 21, 1930

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May 21, 1930 T h e€ B ] ue b 1 r d (Supplement to THE AEROPLANE) 979 CIRRUS HERMES ENGINE, as_ used in BLUEBIRD Aeroplane, built with Castings made at BIRMID WORKS w\\” &e w\\ \ mY *Y, o> Fos & re AEROPLANE FABRICS AS SUPPLIED TO | SAUNDERS-ROE LTD. FOR USE ON THE “BLUEBIRD” STEVENSON & SON, LTD., MOYGASHEL MILLS, DUNGANNON, CO. TYRONE. PETROL TANKS. FIRST AEROPLANE TANK MADE IN_ 1908. We are on the Air Ministry List of Approved Firms and supply the —- Petrol Tanks used on the BLUEBIRD LIGHT AEROPLANE. —— SPECIALISTS IN SHEET METAL WORK AND COPPERSMITHING. Randall's of Paddington GREEN STREET MADE BY IV } ; S BAXTERS (Bolts, Screws & Rivets) Ltd. PARADE, BIRMINGHAM. F OR THE BLUEBIRD Telegrams : : : ‘* Makers." KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. EST. 1851.

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“(Supplement to THE AEROPLANE) | —_ * $80 - - - ae Th e Bluebird ae May 21, 1930 . ——— eae —_— — ~ - — + During,the War 1914-18 the firm had an enormous output of radiators: and' tanks for the big American flying-boats, F.E.2bs. and Sopwith Dolphins. For the’ Dolphin they achieved the remarkable feat of turning out a radiator weighing only 22 lbs. to cool a Hispano-Suiza engine of 250 h.p. The lightest weight of any alternative radiator for that engine was 50 Ibs., and even at that weight did not _ A In this connection some of the old-' the Sopwith: - Dolph#s which had‘a fascinating habit of setting fire to its’ ~ always keep it cool. timers will recall an alternative engine for own airscrew,—though that has nothing to do radiators. with Among the more interesting work done by the Gallay - Co. was making the experimental radiators for the original twin-engined “giant bomber” designed by Squadron .Com- mander. Dyott, then R.N.A.S., and now more famous as an explorer in Peru and India. "Also the Gallay’ Co. made the first Imber Patent Safety Tanks, which were so successful in the Government’s Safety Tank Competition from’ which nothing ultimately developed. The Gallay firm are convinced of the future importance of Civil Aviation and will be glad to hear from all who want Special tanks made either in quantities or experimentally. ee JOHN HALL AND SONS. | John Hall and Sons (Bristol and London) Ltd. are well- known glass merchants and craftsmen. They also manu- facture paint, varnish and cellulose lacquer. The Com- pany first entered the Aircraft Industry during the War 1914-18 when they manufactured large quantities of var- nishes for the protection of woodwork. They. were re- approved as official manufacturers by the Air Ministry some Six years ago. To-day they can supply any variety of paint, varnish or dope. Mr. St. John Plevins, who is well-known to all the aero- nautical community, is manager of the Aircraft Depart- ment of the firm. He is to be found at 173, Pancras Road, N.W., which is John Hall and Sons’ London Office and Warehouse. HANDLEY PAGE AUTOMATIC SLOTS. The first Bluebird to be fitted with Handley Page Auto- matic Slots was the machine which was supplied to the Mitsubishi Kokuki Kabushiki Kaisha of Japan. The Handley Page Automatic Slot was first fitted to light air- craft in 1928 and since that date more and more aircraft in this category have been fitted with slots. Provision is made for slots on the Bluebird and they can be ordered as an extra. They are fitted at the wing-tips of the upper wing and are arranged to open as the flying speed falls off and stalling speed is approached. Their function is to reduce the tendency for a stall to develop into a spin. As is generally known the value of slots is known and appreciated all over the World. They are a standard fit- ment in the R.A.F. and numerous foreign Governments have taken them up. As a safety device Handley Page Automatic Slots may be regarded as a four-wheel braking system, and all cars have four-wheel brakes now-a-days. THE IRVIN AIRCHUTE. The number of light aeroplanes which now fit seats to take the seat-type parachute effectively dispels any feeling that the exit from a light aeroplane is too cramped to allow parachutes to be used in emergency. The Blackburn Bluebird is the latest light aeroplane to fit seats to take parachutes for the effective use of which the machine is particularly suited. The side-by-side seating and side doors of this machine offer exceptionally favourable exits for emergency jumps. The roomy cockpit permits the crew to wear seat packs Without the slightest inconvenience. This is due to the combination of a small, light and compact pack and the special seats. The Irvin Seat Pack. replaces the ordinary cushion and is particularly comfortable as a neat Capok pad is fitted on top of the pack. The Irvin Air Chute for light aircraft and the private owner is identical with that used as standard equipment by the R.A.F., which has already saved over 260 lives. one month seven R.A.F. pilots saved their lives with Irvin Air Chutes. The material, workmanship, performance and factor of safety of the Irvin Air Chute for light aircraft and the private owner are of the same high standard as are the military type. The silk canopy is 24 feet in diameter and has attached to it by a shroud line the usual Irvin pilot chute. When the ring is pulled, this pilot chute springs from the pack and helps to pull out the canopy. It also flings the canopy to its maximum distance from its wearer so that the canopy does not open in dangerous proximity to him. The pack weighs 18 Ibs. The sinking speed of the Air Chute under load is 21 feet per second. The Irvin Quick Connector, which was described in THE AEROPLANE for April 16, is also suitable for use in light air- craft, but only for the passenger, as the pack when worn depends from the front of the harness. The Quick Con- In . ke, i ae oo ee ea ae ng THE IRVIN AIR CHUTE.—Mr. Leslie Irvin, the inventor, founder, and for many years the demonstrator ~ of the Irvin parachute. nector is simply a standard Irvin Air Chute made detach- able from its harness. The passenger can thus hang the pack to the side of the cockpit or cabin and leave it there till wanted, when it can be attached in less than a second with a simple arrangement of link and hook. WILLIAM JESSOP AND SONS. William Jessop and Sons Ltd. is a famous steel firm with depots, agencies and branch offices all over the World from Tokyo to Buenos-Aires and Johannesburg to Oslo. The firm was founded some time before 1750, so its experience of steels is somewhat extensive. Their products figure prominently in the Bluebird as they have supplied material to the Blackburn Company, to Saunders-Roe and to Cirrus Aero-Engines Ltd. KAYSER, ELLISON’S VALVE-STEELS. The well-known K.E. 965 steel is used to make the valves in the Cirrus, Cirrus-Hermes and D.H. Gipsy Engines. This steel is supplied by Kayser, Ellison and Co. Ltd., of Car- lisle Works, Sheffield. The valves of aero-engines have to work at high temperatures and if they are to maintain their shape and not cause trouble by permanently stretch-. ing after long runs, valves must be made of steel which has a very high tensile strength at such temperatures. At a temperature of 900 degrees Centigrade the tensile strength of K.E. 965 does not fall below an average of 16 tons per square inch. This figure is considerably higher than can be obtained from the steels which have hitherto been used. The hot gases are highly corrosive and erosive in their action, but K.E. 965 is of such auality that, as has been proved in practice by the Cirrus, Cirrus-Hermes and Gipsy Engines, valves made of it retain the proper seating sur- face which is essential for the highest efficiency. Further good qualities of this steel are that-it is not affected by different conditions of atmosphere nor by the corrosive action of salt spray. Also K.E. 965 steel has a remarkable degree of ductility, which is a further safe- guard against valve trouble. LODGE PLUGS. Cirrus Aero Engines Ltd. use and approve the Lodge standard A-21 (18 mm. thread) long-reach aviation plug in the Cirrus and Hermes engines,—which are two of the four standard power units with which the Bluebird can be had. Lodge Plugs Ltd., of Rugby, have produced a special’ plug with a small diameter thread (12 mm.), known as the A-50. This plug has in a D.H. Gipsy engine, another standard Bluebird power-unit, passed the 100-hrs. observed type test without any attention. This affords a convincing demon- stration that the design and construction of the A-50 are as good as they can be. -

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May 21, 1930 T h e B | ue b 1 r d (Supplement to THE AEROPLANE) 981 “JESSOPS -? Manufacturers of the Highest Grade of AIRCRAFT STEELS Specialists in STAINLESS STEELS IN SHEET AND STRIP and as Forgings and Castings supplied in the rough and finished machined condition. CARBON, NICKEL & ALLOY STEELS FOR ALL PURPOSES. STEEL AIRCRAFT COMPONENTS as FORGINGS, ROUGH OR FINISHED MACHINED, including Crankshafts, Camshafts, Connecting Rods, Valves, etc., to A.I.D., B.E.S.A. AND ALL OTHER EXACTING SPECIFICATIONS, and as used by THE BLACKBURN AEROPLANE & MOTOR CO. and THE CIRRUS AERO ENGINES, LTD. WILLIAM JESSOP & SONS L” Telephone : 41352 (5 lines). ESTABLISHED 1774. Telegrams: ‘‘ Jessops. Shefhield.”’ BRIGHTSIDE WORKS, SHEFFIELD. On Admiralty, War Office, India & Colonial Office Lists. More than 159 years’ experience in the production of High Grade Steels. Makers of Alloy Steels, Carbon Steels, High Speed Steels, Stainless Steels, Special Steel Castings, Marine, Aeroplane and Automobile Forgings of every description, including Crankshafts and all Finished Machined parts, Cold Rolled Strip, Magnets, etc. | KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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982 (Supplement to THE AEROPLANE) A DRILLING RIG.—A _ special machine working on connecting-rods for the Gipsy engine. two-spindle drilling MIDLAND MOTOR CYLINDERS. The development of the aero-engine has gone on apace in the past few years, but there are still problems to be solved and new applications of old and new theories to explore. The Midland Motor Cylinder Co. Ltd. takes from the shoulders of both the experimenter and the production- model manufacturer the exacting work of dealing with aluminium and its alloys. This company specialises in castings for internal combustion engines and is prepared to fill the specifications of engine builders for any type. Among the well-known engines in which Midland cylinder castings are used are the Cirrus and Hermes. THE MONARCH ENGINEERING COMPANY. The Monarch Engineering Company Ltd., Empire Works, Croydon Road, Penge, S.E.20, are well known for the aero- nautical equipment which they manufacture. They spe- cialise in the production of armament equipment, bomb- carriers, controls, release gear, bombs and the like. They have made a variety of parts for the Blackburn Bluebird, these include fork-ends, spar stiffeners, sockets, tube supports, locating brackets, and a variety of similar tittings. This selection clearly demonstrates the ability of the firm to cope with all classes of work, whether in the machine shop or on the fitter’s bench. PALMER WHEELS AND TYRES. The wheels and tyres which are supplied by the Palmer Tyre Ltd. for the Blackburn Bluebird have the dimensions 600 x 100. This.is but one of the very wide range of sizes, from 300 x 60 to 2,000 x 450, in which wheels and tyres are manufactured by the Palmer Company. And to every wheel in this extensive range Palmer Aircraft Brakes can be fitted. There is a growing tendency to equiv all aircraft with wheel-brakes, which make landings and take-offs over un- familiar ground considerably safer and more certain. They also make the handling of a machine on the ground very The Bluebird May 21, 1936 much easier. There is therefore a rapidly increasing de- mand for an efficient wheel-brake and although the Palmer Aircraft Brake has only been on the market a short time, there is already a demand all over the World for these brakes, whose efficiency has been proved in actual practice. In fact one has been told that the Palmer Company has some difficulty in keeping pace with the ever-increasing flow of orders. The Palmer Aircraft Brake is of the fluid pressure type. An annular expansion chamber is placed between the fixed drum and the brake rim attached to the wheel. A com- plete ring of brake blocks is forced into frictional contact with the brake rim, when the annular chamber is expanded. Oil is the fluid used in the system intended for light air- . craft. The necessary pressure is obtained from pedals on the rudder-bar. The operation of these forces oil from a container into the annular chamber which is thereby ex- panded. ‘The use of individual pedals assures differential control for steering when on the ground. As soon as the pedals are released the oil flows back to the container. Palmer wheel-brakes have the advantage that eaual pres- sure is supplied all the way round the drum, and the further advantage that the brake-blocks are easily renewable by lifting out the expansion unit and replacing it with a new one. One of the latest applications of this excellent device is to the Cutty Sark Amphibian which has recently been sup- plied by Saunders-Roe to Mr. Guiness. This application will certainly prove a severe test of the brake as it is being operated under difficult conditions and will frequently be immersed in salt water. The Palmer Tyre Ltd. have prepared an interesting book- let about their wheel-brakes for aircraft and will be glad to send it to anybody who will write and ask for it. PETROFLEX AND THE BLUEBIRD. Like many good aircraft the Blackburn Bluebird uses Petro-Flex Tubing for its fuel lines. The War 1914-18 created an urgent demand for a flexible hose which would be strong enough to withstand the worst conditions of vibration and would remain permanently impervious to the action of petrol, benzol, and the whole range of hydro-carbon oils. This has been achieved, and Hobdell, Way and Co., Ltd. are marketing Petro-Flex tubing. It has been approved by the Air Ministry and successfully meets all the conditions. There are three essential features of Petro-Flex tubing the first is a lining of numerous layers of spirit-proof material, the second is a Snecial protective covering of can- vas, and the third an internal and external armouring of helically-wound wire. The internal lining is made from a naturally indestructible product which is specially treated to resist the action of spirit and oils, in this is embedded the internal wire armour- ing. Thus there is a reasonably smooth bore which cuts down frictional resistance. Then comes the outer wall of treated canvas round which is wound helically the outer coil of wire. This wire forms a protective armour and eliminates the possibility of damage through rough usage. THE PYNE MANUFACTURING COMPANY. The Pyne Manufacturing Company Ltd., of Teddington, Middlesex, specialise in the manufacture of electrical ap- paratus, ignition accessories and spares. A department of their works is devoted to the manufacture of stamvings for the construction of aircraft. This department also does SHEET other. parts for the Bluebird made by the Pyne Manufacturing Company. METAL WORK.—The brackets, levers and

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May 21, 1930 The Bluebird 983 (Supplement to THE AEROPLANE) small jobs in sheet metal work and has produced quite a number of parts for the Blackburn Bluebird, such as levers for the altitude and throttle controls, levers for the tail-adjust- ing gear mechanism and various brackets. All these parts for the Bluebird have been made of special steel or duralumin which has naturally to pass the A.L.D. specifications and tests in the raw material state. During the manufacturing processes these parts were checked with gauges and a bending test was made on a percentage of them. The parts were next inspected and passed by the approved inspection department of the Pyne Manufacturing Co. Ltd. A further inspection was made by the manu- facturer of the machine so that all together these parts have been pretty well scrutinised. A very wide range of electrical equipment is made by this firm, who produce, among other things, too many for enumeration, Voltage Control Boxes, Dimmer Switches, Plugs and Sockets, Switches, Transmitting Keys, Terminal Blocks, Resistances, Fittings for aero-engine gas starters, various A.G.S. parts, and a range of ignition accessories. THE PYRENE COMPANY. The latest improved model of the Pyrene Fire Extin- guisher for use in aircraft will project a powerful con- tinuous jet of fire-fighting fluid in any required direction. The extinguisher will work at any angle and any side up. The special fluid which is used remains effective indefinitely, and it will not freeze. This fluid contains neither acid, aikali salts nor moisture. The Pyrene Company Ltd. also make a range of equip- ment for protection against fires in hangars and petrol and oil stores. The Phomene Fire Extinguisher, which is of the Foam type, is specially recommended for this work and can be bought in a variety of sizes from two gallons upwards. RANDALL AND SON. _J. H. Randall and Son Ltd. of Paddington have a reputa- tion as sheet-metal workers, tinners and coppersmiths. This firm has supplied fuel tanks to Saunders-Roe Ltd. for the Bluebird, which shows that they are well equipped to produce components for aircraft. REYNOLDS TUBING. Since 1897 the Reynolds Tube Company, Ltd., has been making and improving steel tubing, and with the inescapable development of metal construction for aircraft the com- pany has done valuable work on methods of heat-treating, hardening and drawing tubes, especially in the larger sizes. Reynolds tubes were well and favourably known when their chief use was in the manufacture of bicycles, but the per- centage of the firm’s output used for aircraft work took a sudden rise in 1928 from five to about 40 per cent.! This indicates not only a new status for the Aircraft Industry, but a new place within it for steel construction. The re- moval of the Air Ministry’s ban on welded construction also reacted in favour of tubing. Reynolds steel tubing is used extensively in the light aero- Plane business, and gives good service, among other places, In Cirrus engines, where it forms the hollow pins for certain moving parts and is used for control-rods and shafts where lightness and strength are essential. _The company’s plant is modern in the extreme, and be- Sides manufacturing products of the finest grade it pro- duces them to the special requirements of the Aircraft Trade by means of the long and thorough experimentation in which the firm has specialised. The exacting specification for steel tubes to go into the Government Airship, R.101, in nae aan aS attempted to such exactitude, were met y, and large quantities were supplie and Paul Ltd. for that ship. Pisco Sherer RUBERY OWEN AND COMPANY. Rubery| Owen and Company were the first firm in their own particular category to see the possibilities of the air- craft business, and from the earliest days of flying the firm laid itself out to supply the needs of this market. The firm are on the approved list of the Air Ministry and are large manufacturers of aeroplane components. They produce vast quantities of A.G.S. parts, such as Bolts, Nuts, Turnbuckles, Eyebolts, Shackles, Shackle-pins, Washers, Studs, Thimbles, Fork-ends and such like in high- tensile steel, in Staybrite, in duralumin and mild steel. All the normal steel parts can be supplied Cadmium-coated if Tequired,—a form of protection that is becoming very popular. Rubery Owen and Co. have had their components used on all the prominent British post-war flights, such as the Australia-England flight of Sir Alan Cobham, Mr. Bert Hinkler’s flight to Australia, the England-India non-stop flight of the Fairey Long Range Monoplane, and so on. SHELL, The name Shell is more than a household word wherever aeroplanes fly, because the qualities of fuel and lubricants bearing this name have made them as popular in the flying world as they are in automotive circles on the ground. The uniformly good quality of Shell petrol and Golden Shell oil is equalled only by the service given by its purveyors, Shell Mex Ltd., who have a remarkable record for supplying theSe necessities in places which are hardly to be got at by other than aerial routes. . THOMAS SINTON AND COMPANY. Thomas Sinton and Company Ltd. of Laurel Vale, Tan- deragee, Ireland, are well-known as manufacturers of aero- plane fabric, tapes and similar material for the Aircraft Industry. They have supplied goods of this kind to Saun- ders-Roe Ltd. for the covering of the Bluebird They manufacture a special fabric for the covering of light aircraft. This is known as Sintona glider fabric. This cloth is lighter than 4.F.1. and does not come under any B.E.S.A. specification. But the firm guarantee and test every piece, and a Sinton guarantee is as good as anyone can want. This cloth has a breaking strength of 95 lbs. to the inch. STEVENSON AND SON. One of the firms who supply Saunders-Roe Ltd. with aeroplane fabrics is Stevenson and Son Ltd., who are well- known linen manufacturers of Dungannon, Co. ‘Tyrone. This firm are well-equipped to meet the requirements of aircraft manufacturers and will be pleased to quote to any specific enquiries. Dungannon has made Irish history, which means influencing English history vitally, in years gone by. And Dungannon looks like influencing the history of British Aviation in the future. From personal experi- ence one can vouch for the fact that Stevenson and Son are the quickest people in their line of business to seize on a business opportunity, and are ready and willing to we requirements of any customer anywhere in the World. TITANINE-EMAILLITE. The distinctive Blue and Silver finish which was adopted by The Blackburn Aeroplane and Motor Co. Ltd. when the Bluebird was introduced made a special doping scheme necessary. This was prepared and supplied by Titanine- Emaillite Ltd., whose Titanine Dopes and Finishes have for many years been employed by the Blackburn Company, to whom they have given every satisfaction. An outstanding quality of Titanine dope is its constant tautness under all climatic conditions. This feature ap- peals not only to the professional pilot, but to the private owner who desires all-weather service from his machine. One of the interesting things to be seen at the Olympia Aero Show was the frame of doped canvas which was im- mersed in a glass tank on the Titanine-Emaillite Stand. This frame had been doped with Titanine and in spite of its very lengthy immersion retained all its original tautness. A complete catalogue of the successes which have been achieved with machines which have been doped with Titanine would take long to read. Among those which have been achieved with light aeroplanes are the African Flights of Sq. Ldr. Slatter, of Mr. Bentley and Lady Bailey, and Mr. Bert Hinkler’s record flight to Australia. The D.H. Moth of Miss Johnson is also doped with Titanine. Titanine-Emaillite Ltd. fully appreciate the desire of private owners to have their aircraft finished in distinctive and attractive colours. They are always pleased to submit a variety and combination of shades which have been proved to meet the high standard of durability of the normal] Titanine doping materials. So any one who wants an outstanding colour-scheme should write to the firm and indicate the sort of thing he wants. He will receive every help and advice. TRIPLEX SAFETY GLASS. One of the features of the Bluebird is its big wind-screen, which gives ample protection to the occupants of the machine. This windscreen is fitted with Triplex Safety Glass, whose non-splinterable qualities have been widely known ever since the War 1914-18, when vast quantities where used in aircraft. The Triplex Safety Glass Co. Ltd. began to produce safety glass in quantities in 1912. Since that date the output and quality have been steadily improved. A new factory has recently been built at King’s Norton, where some 1,500 people are busily engaged in keeping level with the demand for this material. Though many rivals have appeared on the market of late with much flourishing of trumpets, Triplex still increases its popularity. The making of Triplex is quite a lengthy business and the first essential is cleanliness, which is easy to obtain at King’s Norton. The factory is in open country and has been especially organised for the strict maintenance of cleanliness. The sheets of glass are first cleaned, then dried, and next coated with gelatine. The coated glass is passed through

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984 ‘Supplement to THE AEROPLANE) a refrigerating section which hardens the gelatine. All these operations are done on one machine, which is a pretty extensive one. These sheets are next stacked on special trucks and pushed through a heated tunnel wherein the glass is thoroughly dried. The sheets are then sprayed with special enamel and again dried in a tunnel by which they travel to another department. Here sheets of celluloid are sprayed on both sides with an adhesive in a warm liguid form, and the prepared glass sheets are similiarly sprayed on one side only. A sandwich is formed by squeegeeing two sheets of glass and one of celluloid together. This sandwich is made into a whole by the application of pressure and heat. After this the edges are ground and a small margin of celluloid removed. The space so left is next filled with a special sealing compound to make the sandwich airtight. And so the finished product is prepared in whatever shape the customer requires. Pretty tricky the shaves of some aircraft windscreens are too. THE ULSTER WEAVING COMPANY. The Ulster Weaving Company Ltd. of Belfast supply Saunders-Roe Ltd. with various materials for the covering of aircraft. Although the firm has big interests in the production of material other than that which is used on aircraft yet they are convinced that it is most essent.al that flying should be kept in the public eye as much as possible. Especially should this be done not only in the interests of people actually concerned hut in the larger interests of the Country and Empire. S3ritain must not lag behind in a matter which will be of such extreme importance throughout the World in several years’ time. Consequently they are anxious to do everything they can to fulfil the needs of the Aircraft Industr-*. VACUUM OILS. Now that mineral oils have been approved by the British Air Ministry for radial engines the world-wide reputation and service of Mobiloil is available to all pilots. Further- more, the Vacuum Oil Company Ltd. have conducted tests and recommended a special grade of Mobiloil for every make of engine and have made all grades obtainable through their service in any part of the World. This is a great boon td pilots who wish to start on one of the long-distance flights which are daily becoming more usual for business instead of purely for adventure or noto- riety. The user of Mobiloil can set out with the certainty of finding his special grade available to him not very far from any civilised or semi-civilised part which he may visit, and that without extensive preparation or advance notices. Only recently a French monoplane, fitted with the Genet (Armstrong Siddeley Motors Ltd.) engine, as used with suc- cess in the Bluebird, attained a world’s record altitude for light aeroplanes of 7,730 m. (25,000 ft.), using Mobiloil. The oil maintained constant pressure throughout the drastic variations of temperature. Lindbergh made his famous trans-Atlantic flight on this oil. It is recommended by the makers for Bristol, Cirrus, Gipsy, Genet, Hermes, Jaguar, Leopard, Lynx, Mongoose, and all Salmson engines. VICKERS AIRCRAFT ACCESSORIES. The accessories supplied for aircraft by Vickers (Aviation) Ltd. are designed and constructed particularly for aircraft, and their merits arise from the long exnverience of this firm in the theory and practice of flying. The range made by this firm is astonishingly wide, making their catalogue a valuable work of reference for construc- tors of aircraft. Among the more famous svecialities are Vickers airscrews, Vickers oleo-pneumatic shock-absorbers, the Vickers-Potts oil cooler, Vickers streamline wires, swaged tie rods, etc. In addition to these are Vickers hydraulic brakes, naviga- tion and cabin lighting systems, vive-clios, metal couplings, pulleys, and Vickers-Reid control indicator and accessories for fuel systems. Brakes and control indicators are rapidly coming into greater favour now that blind-flying is an essential of suc- cessful competition with ground transvort. The Vickers- Reid control indicator was used by the Duchess of Bedford and her crew on the Spider and is standard on all aircraft operated by Imperial Airways, Ltd. WELLWORTHY LTD. Cirrus Aero Engines Ltd. buy their »iston-rings from Wellworthy Ltd. who are world-famous as specialists in this component, which is such an essential part of any internal combustion-engine. Extreme accuracy is necessary in the manufacture of piston-rings, which are, one supposes, ‘he only existing example of springs of any shape or kind made of cast iron. The extreme accuracy of their products was illustrated by the firm on the stand at the Aero Show at Olympia last year, where by an ingenious optical arrangement, if a ring were a hair’s breadth out of truth, the error was made visible by a beam of light. The Bluebird May 21, 1930 THE WEYBURN ENGINEERING CO. LTD. Nowhere more than in aero-engines is machine work of the highest accuracy, and the maintenance of that ac- curacy under the severest of working conditions essential. Modern steels and modern treatments have enabled en- gineers to achieve what are almost miracles, and it is in fine but highly-stressed machine work that the Weyburn Engineering Co. Ltda. specialises. Cam-shafts, which must continue to lift valves an exact distance hundreds of times a second for days on end at all temperatures; valves to resist battering at red heat without warping or pitting; gudgeon-pins, tappets and small parts that must be glass hard and machined to a hair are turned out daily by the Weyburn Engineering Company for the Cirrus engines that go into Bluebirds and other light air- craft. Besides catering specially to the demand for the more dificult machine-work the Company is equipped to under- take the manufacture of almost all engine parts with the same high level of dependability as that for which Cirrus engines have become vroverbial. ~~ Te — ae 6 ee ee he ert ATALANTA AIRCRAFT ee a Fe om —— + COMPONENTS These illustrations represent a few of the “ Bluebird ’’ parts supplied to Saunders-Koc, Ltd., by Aialanta, - ACCURATE WORKMANSHIP PROMPT DELIVERIES ATALANTA ENGINEERS 1—3, BRIXTON ROAD, LONDON, S.W.9. Tel.—RELIANCE 268). (, Clifford & Son LTD BIRMINGHAM. “SEA CLIFF" Trade Mark. Phosphor Bronze IN ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold.

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\ May 21, 1930 T h e B Lu e bi r d | (Supplement to THE AEROPLANE) 984A A series of air achievements in which K.L.G. Plugs played their part | | d BP will give yo eee | greater range THE LATE CAPT. SIR ROSS-SMITH K.B.E., M.C., D.F.C., A.M.C. a Light aeroplane owners | who with his brother require the greatest possible _ LT. SIR K. M. SMITH, K.B.E. range from a filling of petrol. And they get it from “B.P.” were the . | That ts one reason why “ B.P.”. FIRST TO FLY is so popular amongst light aeroplane clubs and private from owners. England to Australia Gly o% This great flight was accomplished in a Vickers-Vimy Rolls fitted with KLG | PLUGS FOR PERFORMANCE—NOT PROMISE| /#és new life into your engine. A 102 ANGLO -PERSIAN OIL CO.LTD - British Petroleum Co Ltd. Britannic House. Moorgate. E.C.2 Distributing Organization KINDLY MENTION “THE AEROPLANE” WHEN. CORRESPONDING WITH ADVERTISERS.

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— eee Oe —OOEOEeEe OTE ZZzzzE_Z Zz EZ” =

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May 21, 1930 The Aeroplane 985 THE “GRAF ZEPPELIN.” On May 18 in the afternoon the Graf Zeppelin left Fried- richshafen on a journey to South and North America. The journey is in five stages: Friedrichshafen-Seville; Seville- Pernambuco; Pernambuco - Rio de Janeiro; Pernambuco- Havana-Lakehurst; Lakehurst-Friedrichshafen. This trip is of special interest as the Seville-Pernambuco stage will be used as a rehearsal of the projected Luft Hansa route to South America. By this scheme Luft Hansa will fly the mail from Berlin to Barcelona, a Spanish company will fly it from Barcelona to Seville, a Zeppelin will carry it from Seville to Pernambuco, and thence the Kondor Syndicate, which is controlled by Ger- man interests, will distribute it. This is another attempt to solve the problem which has just been successfully attacked by the Aéropostale Company, who fly the mail by heavier-than-air craft all the way from Paris to Santiago-de-Chile. The airship would appear to be the more certain way of crossing the South Atlantic, seeing that airship voyages across the Atlantic have been 100 per cent. efficient, though the seaplane is considerably faster. Another interesting feature of the cruise is that it is the first time an airship has attempted to cross the South Atlantic and also that it will be the first time the Gra/f Zeppelin has crossed the Equator. Further it will be a useful example to those who fear to send the R.100 to India because of the hot weather. The Graf Zeppelin was moored to the specially erected mast at Seville on May 19 in the late afternoon. On the morning of May 20 the shiv left for Pernambuco. The first cousin of King Alfonso, the Infante Don Alfonso, of Spain, who is an officer in the Svanish Air Service, is a passenger. Colonel Don Emilio Herrera, formerly commanding at Cuatro Vientos, who resigned from the Snvanish Army some years ago to devote himself to the formation of this Spanish —South American airship line, also travels in the ship. His many friends in aviation all over Eurove will rejoice with Colonel Herrera in this accomplishment of his aims and dreams of the years past. A BIGGER METAL-CLAD AIRSHIP. A newspaper story from America states that on May 11 the Commandant of Scott Field, Illinois, announced the preparation of vlans for the construction at the Field of a metal-clad airshin for the Army, to cost $4,500,000 (£900,000). The new airship would be 547.2 ft. long, with a maximum width of 119.5 ft. It would have a gas volume of 3,758.300 cubic feet and displace 3,806.500 cubic feet of air. The proposed power plant would be eight engines, with a total of 4,800-horse power, to develop a maximum speed of 100 miles an hour. The airshiv would weigh 151,400 lbs. (about 674 tons) and its useful load be more than 200,000 lb. (nearly 90 tons). The airship would be equipped with 30,000 rounds of ammunition, one 37-millimetre gun, from two to seven tons of bombs, two aeroplanes, 10 machine-guns, and a 1,000-watt searchlight. Some British newspapers referred to this as an “arm- oured "’ airship and invented weird stories of this new en- gine of war. The first is that it merely refers to a bigger and better version of the metal-clad ship which has been built to the designs of Mr. Ralph Upson of the Aircraft Development Corporation. In this type the metal skin acts at once as the gas-container and as the bracing for the former- rings on which the shane of the ship is built. : THE UPKEEP OF R.101. In the House of Commons on May 14, in reply to a question by Mr. White, the Under-Secretary of State for Air said that the expenditure, including overhead charges on airship R.101 from the date she left her shed for flight trials up to March 31, 1930, had been approximately £34,000, of which £21,000 had been in respect of modifications for the purpose of improving the airship’s performance. WHAT A YOUNG AVIATOR OUGHT TO KNOW. {How to Become an Air Pilot. By R. L. Preston. 88 pages, 74 in. x 5 in. Sampson Low, Marston and Co. Ltd. Supplied by THE AEROPLANE Book Department, Cannon House,. Pilgrim St., E.C.4. 3s. 8d. post free.] This is a volume containing more than the title implies, and in some ways less than the average purchaser will, not quite logically, expect it to tell him. Quite properly the technical business of learning to fly is left to the instructors who make a business of it, and the author of the book covers this part of it in his first chapter on General] In- formation by showing the means for discovering one's apti- tude, or otherwise, for flying, the length of time usually required to learn, the approximate cost and a very complete list of clubs and schools where instruction may be got. The aspiring pilot has the sources very well pointed out to him, but there is no attempt to teach him to fly as Tybalt fought, “by the book of arithmetic.” The second chapter devotes itself to the Royal Aero Club Certificate and Air Ministry “A” licence, and explains clearly the qualifications required for both and the privileges conferred by their possession. The next chapter, on The Technical Examination, is in the form of question and an- swer, and deals entirely with Rules for Air Traffic, Interna- tional Air Legislation, and all the regulations which are 50 terrifying in the mass to an applicant. Information for the private owner includes useful tips on the purchase of an aircraft and some sensible remarks on air insurance. Certificates of Airworthiness are ex- plained, and the formalities made clear, with the correct procedure for obtaining them. Carnets and other necessi- ties for air travel abroad are also dealt with, and the final chapter on Notices to Airmen includes a list of air naviga- tion regulations, some information on The Air Pilot, Customs, log books and flying heights when crossing the English Channel.—r. D. B. A BOOK FOR BEGINNERS. The Broad Skyway, a non-technical handbook for the guidance and information of people who are just beginning to take an interest in flying, by Michael Steuart, will be published next week by Aeronautics Ltd. at 2s. 6d. net. This book is not only a source of information for those who are just becoming “ air-minded,” but it is a book which those who already know all about aviation will find very help- ful, for by giving or recommending it to those whose interest in flying takes the form of perpetual questions, they will save themselves much trouble. It tells the questioner just why, where and how he or she can learn to fly. The Broad Skyway will be on sale at THE AEROPLANE Book Dept., Cannon House, Pilgrim Street, E.C.4, 2s. 6d. post free. A BOOK ON GLIDING. Gliding and Soaring Flight, by J. Bernard Weiss, with a preface by C. G. Grey, Editor of THE AEROPLANE. This book was originally published in 1922 and is still the only book in English which deals adequately with the history of glid- ing. It does not profess to teach gliding nor does it describe how a glider is made. Copies may be had from THE AEROPLANE Book Department, Cannon House, Pilgrim Street, E.C.4, at 5s. 6d. vost free. AVIATIUN 1S THE SUBJECT MODERN AERONAUTICAL BOOKS. The most complete list of Modern Aero- nautical Books is published by The Aeroplane Book Department, Cannon House, Pilgrim Street, E.C.4. THE LIST INCLUDES BOOKS ON AERONAUTICAL ENGINEERING AERO ENGINES LIGHTER-THAN-AIR CRAFT PRACTICAL FLYING AIR NAVIGATION AND MAPS AIR SURVEYING AIR TRANSPORT AND TRAVEL AIR HISTORY AIR WAR JUVENILE AND MISCELLANEOUS. THIS LIST WILL BE SENT POST FREE ON APPLICATION. eA AO I CT SE eS

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986 The Aeroplane May 21, 1930 THE PATRON SAINT OF BRITISH AVIATION. On May 15 a Banquet in honour of the Rt. Hon. the Lord Wakefield of Hythe, C.B.E., LL.D., was given by the Royal Aeronautical Society, the Royal Aero Club, the Air League of the British Empire and the Society of British Aircraft Constructors at the Savoy Hotel. His Grace the Duke of Atholl, K.T., G.C.V.O., D.S.O., President of the Royal Aero Club, was in the Chair and the assembled company included a distinguished and representative gathering of those con- cerned with British Aviation. After the Loyal Toasts had been honoured the Chairman read telegrams of greeting and appreciation of Lord Wake- field from the Johannesburg Light Plane Club, the Aero Club of East Africa, the New South Wales Aero Club, the Auckland Aero Club, and the Marlborough Aero Club, New Zealand, the Aero Club of India and Burma, the Singapore Flying Club, the Aviation League of Canada, and the Toronto Flying Club, all of whom have received gifts of light aero- planes from Lord Wakefield. THE DUKE OF ATHOLL, proposing the health of The Guest, said that it was a most difficult toast to propose because it was impossible to express what everyone would wish him to express. They had met to do honour to one in the world of aviation who deserved all the honour it was possible to do him. Lord Wakefield had made Aviation his own child. Every Flying Club in the country had been helped by him. He had given scholarships to the Royal Air Force of great value, intrinsically as well as otherwise. He had helped the Royal Aeronautical Society and he had subscribed gener- ously to the Royal Aero Club’s Racing Fund and to the Schneider Trophy Fund. In fact there was nothing in con- nection with Aviation that he had not supported. As a successful business man he might easily have rested on his oars on the stormy seas of this life by the applica- tion of the products of his own labours,—but his services to his country and to his fellow men had been his first and best duty. Reviewing Lord Wakefield’s valuable public work in the past the Duke of Atholl said that he had been a member of the Corporation of the City of London since 1904. He had been knighted in 1908; and in 1916, the most trying of the War years, he had been Lord Mayor of London. No one had given more assistance to the various War funds. He had been associated with raising over a quarter of a million pounds for Lord Kitchener’s Fund, and he had turned the Mansion House into a Recruiting Station. His poster to the Men of London Town had been famous. He had done the most valuable work in increasing the good relationship between the Capital of the Empire and the Dominions. If everyone was as good a citizen as Lord Wakefield there would be no troubles in the country. Hospitals and such in- stitutions had no better friend than he. In the industrial world his visit to Sheffield in 1920 had resulted in an appeal for a five-years’ truce in industry. Everyone had read his splendid book on Leaving School and the Choice of a Pro- fession. To those who flew he was a fairy godfather. He had not gone through life merely distributing money, he had taught people how to make money and how to give value for value. In his youth he had been a keen footballer and a fine boxer and runner. His Majesty the King had recently recognised his services by elevating him to the Peerage, a distinction which had come as a pleasure but not as a surprise to anyone. The Speaker could simply have got up and given the toast of Lord Wakefield, but that would not have been forgiven by anyone but Lord Wakefield himself. Before proposing the Toast he was going to ask two other speakers to support it, and he was going to ask Sir Philip Sassoon to present Lord heleanrccr with a ee not that Lord Wakefield required eeping up ime but as a record he had had with them. Daa aero AIR VICE-MaRSHAL Sir SEFTON BRANCKER, K.C.B., A.F.C. (DIRECTOR OF CIVIL AVIATION), Supporting the Toast, said that Lord Wakefield had served the Nation so well that although he was a rabid Con- servative the present Socialist Government had arranged that he should be given a Peerage, which showed that he had got that honour untarnished by politics. After a& somewhat complicated refer- ence to Flying Clubs and statistics, in which the word “ statistics ” was used so frequently that it almost constituted a challenge, Sir Sefton Brancker made a mild onslaught on the Press (his strongest supporters) and referred to the Similarity between an article in The Times of 1842 denouncing the reckless courage of Queen Victoria in making journeys by railway and a recent issue of another Paper appealing to the Prince of Wales to refrain from flying to London from Marseilles. He said that Sir Charles Wakefield, our Guest, had been called the Patron Saint of British Aviation. In trying to find an adequate description of him since his elevation to the Peerage he had found the Christian hierarchy unable to deal with the proposition and had turned to Budhism. Here he had read of the Bodhisat, who was all giving and all forgiving and a friend who never failed. In doing honour to Lord Wakefield they did not forget Lady Wakefield. Lady Wakefield was a dark horse and people often won- dered whether she encouraged Lord Wakefteld to save up to help the light aeroplane clubs or whether she really disapproved of them. The latest news of Miss Johnson was that she was held up at Rangoon by the weather, but Miss Johnson had a way of defeating the meteorologists. Sir Sefton claimed to be responsible for Miss Johnson's flight as he had lured Lord Wakefield into backing her. This was only one of the many Imperial flights that Lord Wake- field had supported, in fact Lord Wakefield was becoming a danger to traffic. He was also a supporter of gliding. The gliding experts thought they would soon be able to fly to London from Edinburgh without an engine, which possibility held the prospect of a regular invasion of England by Scotsmen. COLONEL THE MASTER OF SEMPILL, A.F.C. (PRESIDENT OF THE RoyiaL AERONAUTICAL Society), said that he stood there the advanced guard of the Scottish invasion. Speaking as President of the Royal Aero- nautical Society. he found that the task of supporting the Toast of Lord Wakefield was utterly beyond him. This was the first time in history that those assembled in that room were there except as Guests of Lord Wakefield. Colonel Sempill then read a telegram from H.R.H. the Duke of York as follows :— ‘“I cordially associate myself with the tribute which is being paid by the Royal Aeronautical Society and other aeronautical societies to Lord Wakefield for his outstanding services to British aviation. They are of national and Imperial value.’’ Lord Wakefield had started and helped to swell the Royal Aero- nautical Society’s Endowment Fund,—which, he added. was per- manently open. He had helped the Society’s latest member, Miss Johnson. He had intimated that he was about to make another gift to the Society which would take the form of a suitable badge of office for the President of the Society to take the place of the piffing little bauble the speaker was at present wearing. He said that Lord Wakefield had been singularly fortunate in the life-long companionship of a very charming lady. Lady Wakefeld had taken a real share in her husband’s work, particularly his work for the young and the sick. She had been practically a Deputy Lord Mayor during the trying year of Lord Wakefield's office. Lord Wakefield was a realist who faced facts with cheerfulness. In the world of flying he had made our paths smoother, not so much by gifts as by his dominant personality. SQUADRON LEADER THE RT. HON. Sm PHILIP SASSOON, Bart., G.B.E., C.M.G., M.P., said that he had been asked not to make a speech. Lord Wakefield was the Chairman of the Conservative Association in Sir Philip’s constituency and had therefore heard a good many of the speaker’s effusions,—none of which was exaggerated. He would content himself with reading the inscription on the clock which he had the pleasure of presenting to Lord Wakefield on behalf of the four Aeronautical Societies represented at the Dinner. The _in- scription read :— “This is presented to Lord Wakefield by the Royal Aeronautical Society, the Royal Aero Club, the Air League of the British Empire and the Society of British Aircraft Constructors as a token of grateful regard and esteem.’’ THT Rt. HON. THE LORD WAKEFIELD OF HYTHE, C.B.E., LL.D., re- plying, said that words were inadequate to express the feelings of one’s heart. He spoke of his appreciation of the telegram from H.R.H. the Duke of York, and said that the speakers had magnified his own virtues. This tribute to him would be a fragrant memory for all time. He appreciated very much the presence of the Duke of Atholl in the Chair. His Grace had come at great inconvenience to him- self. In Edinburgh last week he (Lord Wakefield) had presided at and had addressed a meeting of Scottish shareholders for the first time. He had been able to tell them of an increased dividend,— a statement which had been received almost with enthusiasm. To- night. those who were entertaining him had paid him handsome, golden dividends in thought and appreciation for many years to come. 2 Practically everything he had done in life was due to his wife. She had been the inspiring influence which had made for his suc- cess. He had particularly appreciated the gay wisdom of Sir Sefton Brancker—his genial Mussolini. Sir Sefton would often come into his office and argue with him and always succeed. The Master of Sempill was a young man whose greatest asset was his charming personality. He also succeeded in his methods. Sir Philip Sassoon resented praise so he had to give it to him in homeopathic doses. but he was one of the most generous-minded men in public life. It was a fine thing to be broad-minded as well as generous-minded. Their friendship was one of the joys of his life. This party was really his aviation coming-of-age. In 1909 he had first begun to interest himself in the fascinating quest for air mastery. He made no claim to be a prophet but had always been a sympathetic onlooker. In March 1910 he had made a public profes- Sion of his faith in the future of aviation. He was proud of the achievements of English women in the air. Miss Amy Johnson was well on her way to realise her great ambition and all our thoughts went out to her in her great enterprise. That fine sportsman, Bert Hinkler, had expressed the hope that she would be successful. On behalf of his wife and himself he thanked the assembled company for their kindness which they would remember all their lives. Mr. F. HANDLEY PAGE, C.B.E. (CHAIRMAN OF THE SOCIETY OF BRITISH AIRCRAFY CONSTRUCTORS). proposing the toast of The Chairman, said that this was one of the happiest family parties ever gathered to- gether in the history of British Aviation. Nothing we could say was too good for Lord Wakefield. He was the greatest possible inspira- tion as a leader of any team. The Chairman had a long and distinguished connection with avia- tion. In the very early days he had formed the Blair Atholl Syndi- cate and had interested himself in the Dunne safety aeroplane. He had been Chairman of the Royal Aero Club from 1913 to 1920 and was still interested in and keen on Aviation. During the War he had had the more arduous duties of Lord Chamberlain which included making the theatre fit for the R.A.F. to go into. Many people had suggested that he (Mr. Handley Page) should go

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May 21, 1930 The Aeroplane 987 Wherever Service aircraft are called upon to operate under arduous conditions; where re- liability and performance are vital factors,—over the arid wastes of Iraq and Arabia; above Indian jungles; across the African Veldt and Australian desert—the WESTLAND WAPITI is the standard chosen by the Air Forces both at home and abroad. WESTLAND AIRCRAFT WORKS (Branch of Petters Limited) YEOVIL, ENGLAND. \> — ~ SX) NY SS KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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988 into Parliament, but nobody had ever suggested that he should stay in Aviation. He had three small daughters and the future menace of Gretna Green vanished when he saw what Miss Amy Johnson had done. He saw himself having to fly, perhaps on an unslotted machine, all the way to Australia to forbid the banns. His GRacE THE DUKE OF ATHOLL, K.T., G.C.V.O., D.S.O., said that Scotsmen tried to be cheerful but found it difficult to be humorous. The menace of an unproductive glide from Scotland to England was nothing to the avalanche of motor charsabancs from England into Scotland. Mr. Handley Page’s aeroplane had been called the Ar«x of Civilisation but the speaker always remembered Mr. Handley AN APPRECIATION On May 14, the Shell-Mex Company gave a lunch at the Savoy in honour of her Grace the Duchess of Bedford, Captain C. D. Barnard and Mr. Robert Little, on the accom- plishment of their flight to South Africa and back. Mr. Samuel Samuel, Director of the Shell Organisation, Said, in proposing the health of the Duchess of Bedford, that he did not propose to make a long speech because cer- tain gentlemen at the other end of the Embankment had kept him up till past five that same morning making Speeches. The subject of their discourse was Mental De- ficiency. Needless to say the Government had a very large majority. Referring to the Cape-and-back flight he said that it had been of great benefit to British aviation. By kind permis- sion of Her Grace, the monoplane Spider which had been used by the Duchess had been exhibited for several days on the island site at Aldwych through the courtesy of the pro- prietors of Bush House. There had been an enormous num- ber of visitors and they had, on the whole, shown well- informed interest. [As a matter of fact, over a hundred thousand people visited the machine during the few days it was at Aldwych and it is now going to Liverpool and Edin- burgh for a similar show.—Eb.] If the Exhibition had been so well worth while, said Mr. Samuel, how much more had the flight itself been worth While for the sake of the wonderful impetus it had given to the thoughts of the whole Emouire. It had thrown a light of estimable benefit on the whole problem of Empire trans- port. He was glad that the Shell Company had been able to co-operate in such a great feat. And in his congratula- tion to the crew he joined Mr. Roy Fedden, of the Bristol Company, whose Juviter engine had enabled them io achieve the apparently impossible. SHELL! SaID THE DUCHESS. Her Grace the Duchess of Bedford, revlying, said that she welcomed the opportunity of expressing her thanks, and her appreciation of the way in which the Shell Company had contributed to the success of their flight. She said that she was not competent to discuss the quality of Shell petrol and oil. but it carried them safely throughout their journey. From her point of view the great thing about it was that it was always ready wherever they arrived. Having supvlies ready in this way by sheer good organisa- tion meant that there was no delay in filling up the machine and no curtailment of the short period of rest allowed to their engineer. Whenever they stooped for the night there was always anything between four and six hours’ work to be done in insvecting all the various parts of the machine and making small adjustments and filling uv the tanks. The representatives of the Shell Company were always there when they arrived. They were always heloful and on most occasions they supplied the ground transport from the aerodrome to the place where they were to rest for the night. Her Grace said that the Shell Company needed no advertise- ment from her, but a tribute to courtesy was never super- fluous, and she wished to pay such tribute. LUCK AND JUDGMENT. : Ark ViIcE-MarsHaL Sir SEFTON BRANCKER, Director of Civil Aviation, proposing th health of the rest of the crew, said that he sympathised with Mr. Samuel Samuel in being kept up so late, sometimes the seeth- Ing life of London even kept him up till after five in the morning. Referring to the Cape and back flight, he said that the Duchess of The Aeroplane May 21, 1930 Page's bombing machines and got a certain amount of comfort from the fact that Mr. Handley Page belonged to this country and not to another. : Apparently he was modest in giving information to people who write books, because when he looked him up in a reference-book under Handley-Page he had found ‘see plain Page,” and then most of the information was in French describing various foreign honours. Following the information that he had been born and was married, were the words ‘‘ three d’s.’”’ In Army records the letter ‘‘d’ meant charged with drunkennes but not proved. He discovered however that it meant in this case three daughters.—c. M. MCA. OF A GREAT FLIGHT. Bedford had supplied just what was needed in the way of a stimulus to British aviation. Capt. Barnard was an able pilot, but there were other able pilots also. The great thing about Captain Barnard was that he possessed the quality of luck as well as ability. He himself, Sir Sefton, had had an example of that, when a good Many years ago he flew to Prague with Captain Barnard. They landed in a field near Prague in very bad visibility and just pulled up in time before running into a hut on the field. People came run- ning out and told them that in alighting they had missed a high- tension cable by a foot or two and the hut into which they had almost charged was full of high explosives. Referring to Mr. Little, Sir Sefton said that he belonged to that gal- lant fraternity of ground engineers, so called probably because they spend most of their time in the air. Mr. Little was also a com- petent pilot and navigator. The thing that he, Sir Sefton, liked best about the whole flight was that his Department had no appeal from the Duchess for a subsidy. We are all very proud of the Duchess and her crew, and he hoped that the industrious Spider would continue to spin its web all over the British Empire. THE HEROES OF THE Day. Capt. C. D. BARNARD, replying, said that the Shell Organisation was what had made the flight possible. Also they had been immensely helped by the Air Ministry in making this flight to the Cape in ten days with only ten landings. He reminded his hearers that a South African aviator, Mr. Murdoch, had done the same journey in 15 days in a Moth, and that people in this country were very apt to forget that particularly good flight. ; He said that all through Africa and back they kept on finding Moths in most out-of-the-way places, which only showed the good work which that machine was doing in teaching people to fly. He said that owing to reports of flooded aerodromes all over Central Africa. they had been compelled to alter their course to Dodoma, and were only able to give a day’s warning to the Shell Organisation. In spite of that, the Shell representative, with adequate supplies as usual, was ready waiting for them when they arrived at the end of that day’s journey. He told quite a good story of how, as they were approaching Cairo he saw some pyramids ahead of them. He passed a note back to Mr. Little asking which they were. Mr. Little, who, incidentally, had been considerably puzzled in the Southern part of their journey by the appearance of railway Hines which: had been built since their maps were produced, passed a note forward saying that he only had an old map, and probably the Pyramids were not marked on it. In conclusion, Capt. Barnard said that throughout the flight they had had the very greatest help from the Royal Air Force and the South African Air Force and from the Italians and French and Bulgarians. This help had been greatly appreciated and he wished to acknowledge it. Only because of all this help had they been able to beat the London to the Cape and back record by the margin of 121 days. Mr. RosertT LitTLe, also replying, and said that somebody had re- ferred to him as being gallant, but he had never felt less gallant than at that moment, when he had to make a speech. He said that he fully endorsed everything that had been said about the Shell organi- sation. He particularly wished to emphasise the excellence of the organisation at Cape Town, where, having arrived tired and thirsty on a Sunday, when prohibition is in full blast, the local Shell Depot enabled them to overcome that difficulty. ' Mr. C. G. GREY, proposing the health of the Chairman, said that everybody in these days was indebted to the Shell Company in one way or another, if only for the amusement provided by the Shell ad- vertisements. He added that naturally on the subject of advertising he spoke without prejudice. Mr. SAMUEL, replying, said how proud the Shell Organisation was to know that it has been instrumental in establishing one of the greatest benefits of mankind, the internal combustion engine. The metor-car and its engine were not only used for the amusement of the idle people of the world, they were used in all industries all over the world. He assured his hearers that the Shell Company would always endeavour to be in the front of developments. NEWS OF THE NEW AEROPLANES. The time is now about ripe for the appearance of the various new aeroplanes which have been abuilding during the Winter. Something has been said about these in THE AEROPLANE from time to time, so a brief review of them seems opportune. The tandem-engined monoplane amphibian which has been built by Sq. Ldr. H. G. L. Hinkler and Mr. R. H. Bound has already done experimental flights at Hamble. The low-wing four-seater twin-engined monoplane, known as the Meteor I, with inverted Gipsy engines in the wings, designed by Sir Henry Segrave and built by Saunders-Roe Ltd., is almost finished and should be flying within the next week. One gathers that future all-metal versions of the Same machine, several of which are on order, are to be built at Brough by the Blackburn Company. The twin-engined Vellore which is being built by Vickers Ltd. at Weybridge, may be out any time now. And the three-engined cabin monoplane which is being built by Vickers Ltd. at the Supermarine Works at Southampton, is also expected to be out very shortly. An interesting monoplane which is being built somewhere down in the South-West very quietly by Mr. N. S. Percival, the well-known Australian aviator, and Mr. B. B. Henderson, late of the Hendy Hobo, is in an advanced stage of com- pletion. The curious low-wing monoplane which is being built some- where in the region of Heston under the supervision of Mr. V. H. Baker, the Heston instructor, is also nearing com- pletion. This machine has the engine at the back driving a tractor airscrew through a shaft between the side-by-side seats. The idea is to give a good view forward. The biplane which is being built by Mr. P. G. Robinson of the Robinson Aircraft Co. Ltd., at Croydon, is also very nearly ready. By way of contrast in size, work is progressing favourably on the forty-seater Handley Pages at the new aerodrome of Handley Page Ltd., at Colney Street, near Radlett.

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May 21, 1930 THE LIGHT Se AND THE FLYING. CLUBS. The Aeroplane 989 AEROPLANE | BROOKLANDS REDIVIVUS.—A view from the Byfleet Bridge early in the afternoon.—(‘ Acroplane”’ photograph.) THE BROOKLANDS DISPLAY. On May 17, by way of giving a good send-off to the Brooklands Aero Club, which has been formed in conjunc- tion by the Brooklands Automobile Racing Club and the Brooklands School of Flying, the most successful air dis- play so far seen this season was held at that historic cradle of British Aviation, the Brooklands Aerodrome. The pro- gramme, which was excellent of its kind, went through with a minimum of delays and omissions, and the field control showed distinct signs of care and regard for safety. The spectators numbered some 10,000, the accommodation was good and the number of aeroplanes which either flew to the field or performed in the display, or both, numbered about 80. Of these 62 were purely goodwill visitors who did not participate in the show, and included Moths, Avians, Bluebirds, Widgeons, Desoutters, a D.H.9 and 3 Puss-Moth. To provide an “all-star” programme, in the sense that every turn is a display or a comic interlude without the added interest which comes from open races, is an exceed- ingly difficult thing. The managing committee deserve credit for resisting the temptation, if any, to run races in a neighbourhood like Brooklands, where they would be more than _ usually dangerous. In any case they relied solely on the actual merit of the exhibition flying. The only suggestion which might be made has been voiced before in these columns, that the waiting crowd might be treated to a parade of aircraft close-up. The great diversity of types present at Brooklands last Saturday offered an opportunity that would be difficult to better. The participating aircraft were lined up in order of their appearance, and each was taxying out in lots of time for the Vérey light which warned his precedessor to bow himself off. That is to say the purpose was obvious, and only once or twice was there delay. A car drove vast the enclosures displaying the numbers of the turn, supple- menting the loud-speakers which were quite well operated. Fit. Lt. T. Rose in the Anglo-American Oil Company’s Moth (Cirrus ITI), AAKJ, opened the ball with his usual finished display of aerobatics and was followed by John Rogers, who flew the little blue Klemm (Salmson), D176, through its paces in a slow-flying demonstration. Mr. George Murray, a civilian “A” licence pilot trained in the Brooklands School of Flying, acquitted himself well in a school Moth in the usual aerobatics, and some less usual manceuvres such as the inverted spin, inverted fall- ing leaf, and a landing from the half-roll following a bunt. The wing-walking was done by Mr. “Jock” Anderson from end to end of the lower plane of a Le Rhone-Avro owned by the Brooklands School. The pilot, Lt.-Col. G. L. P. - Henderson, had brought the wing-walker over from Croydon in a Jupiter-Junkers which had curly and evil-looking ex- haust pipes, and was likened by one visitor to Medusa the Gorgon. Mr. Anderson was invited to the microphone after his display to tell the crowd how it was done. [One ‘gathered that, according to his idea, if Sir Alan Cobham and other famous aviators whose machines are habitually bitten by eagles in the course of their great flights, only knew how to walk wings they would be able to walk out and inspect damage and make it right without having to land.—Apart from that, one holds strongly the opinion that wing-walking as a public spectacle should be prohibited. It serves no purpose whatever, except to appeal to the crowd because it is dangerous.—c. G. G.] . The Comper Swift monoplane (40 h.p. A.B.C. Scorpion), although it was reluctant to start at first, made up for it by its performance in the hands of Mr. L. S. Snaith. Its

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9s0 The Aeroplane Mar 21, 1930 a eae Nee a ee oe a el Re Sra PUR nee Eee Cenc ae © PE aaa ie ee Ta De OD ee ee FEE eek ah i aCe Me ee 8 ee ah ee 2 Tes ‘J Nts SP i yn ee ee ga SOP ws I cls Be 7 7 7 LA FEDERATION AERONAUTIQUE INTERNATIONALE HAVE GRANTED THE FOLLOWING WORLDS RECORDS GREATEST SPEED. OVER | 100 KILOMETRES. | | FLYING ORSICER®) H.R.D.WAGHORN, SUPE RMARINE | ROLLS-ROYCE S.6. ZTH SEPT. 1929. 330-1 M.PH. 531-200K-PH. FLYING OFFICER R.L.R.ATCHERLEY, Oo SUPERMARINE ROLLS ROYCE 5.6. ee ee : . ad 71H SEPT. 1929, - [= Po 7 ¢ y . . a, ae = ~ ~ fe. S t) —— ~~ . . ee ae —— os pet. , ir. ae, > Eis tag - ~~ s, * =~ - SQUADRON LDR. A.HORLEBAR,AEC. ON sh SUPERMARINE | ROLLS-ROYCE S.6 12thSEPT.,1929. 357-7 MPH. 575 TOOKPH. A REMARKABLE TRIBUTE TO THE RELIABILITY OF THE DESIGN AND CONSTRUCTION OF AIRCRAFT BUILT BY SUPE RMARINE AVIATION WORKS PROPRIETORS: : 5 " : = ” > “yr - *, eS nate een ety - Sayers ee Se EPP was a 4 se ee ee 2 Fas of : IS Anh 5 2 Fe NE IN OG al DY ED EE RO A Tee SAID ows pa ee ek US a -- ~ 5 ae ‘ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. pig ae Google

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The Aeroplane 991 May 21, 1930 — ee SINGLY OR IN ‘MULTIPLE UNITS ost [a Jee Le eee THIS SSUES IS Ulalls MOST EFFICIENT METHOD tic im ~——-+, _S 7G 18S We eee OF ‘OL, COOLING FOR ALL KINDS OF AERO ENGINES . | LEADIN “AIRCRAFT MANUFACTURERS a + a! THROUGHOUT THE WORLD DNV APPLICATION FOR DETAILED DESCRIPTION SHOULD BE MADE To} MOT ee B WORKS: BYFLEET ROAD, WEYBRIDGE, "SURREY. : 2 : Se a ‘ — Re - a re a: inane 2 =| * “ae ae i Ge Cae a -y KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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992 The Aeroplane paces are obviously good, and its controllability in low slow rolls, loops, etc., delighted the crowd. Mr. Snaith threw it about convincingly and was loudly applauded when he landed. While he was gaining height for his initial demon- strations Mr. Dudley Watt took off in the D.W.2 training machine (Cirrus III), sitting in the front seat with the rear one empty. It took off fast, climbed steeply, and finally ran through quite a repertoire of aerobatics and flew across the aerodrome apparently as slowly as the Klemm. A GALAXY OF STARS. Mr. Hubert Broad, in his famous demonstration Moth (Gipsy), AALT, did some of the most sensational flying of the day as he was equipped with a fuel feed for inverted flying. Once he did most of an inverted loov but did not quite comnplete it. Mr. John Tranum took off in a Russell Lobe (parachute) in convincing style, having got initial altitude in a Blue- bird (Gipsy), AAUF, piloted by Mr. Norman Blackburn. With his usual judgment he landed in the exact centre of the field, and soon after assured the crowd, per microphone, that it wasn’t half as. terrifying as it looked. Flt. Lt. H. M. Schofield demonstrated the Desoutter with his usual dash. And then a touch of comedy was intro- duced by Mr. G. Lowdell, chief instructor of the Brooklands School, who flew repeatedly past a booth festooned with bottles while his passenger, a certain ‘“ Air Commander Crak-Shot,” broke them very effectively with a revolver. At least, that was the impression until a hitherto invisible occupant of the booth emerged with a hammer. He was ruthlessly and deservedly bombed by the marksman whose fraud he had exvosed. The Junkers Junior (80 h.p. Genet) took the air for a demonstration in the hands of Flt. Lt. G. Stainforth, who gave an excellent show. This neat little machine is obviously nice to handle, and the pilot did inverted flying, with spins, falling leaf and banked turns in this position, and finished uv with a bunt quite low down Messrs. Lowdell and E. A. Jones then took the air in two Moths and provided more comedy by alternately bombing a Benz car of about 1896 vintage, which ran miraculously about on tall carriage wheels, with top-hatted passengers surprisingly composed under an onslaught from the next century. At the same time Mr. Murray did some thrilling flying in a War-time S.E.5 rejuvenated by Mr. Dudley Watt. Mr. S. A. Thorn, on the A.D.C. Avian (Hermes), AAHJ, was last on the programme but by no means least. His aerobatics on this exceedingly smart machine are well worth watching. Added interest in the machine enclosure was given by the first of the production Puss-Moths (Inverted Gipsy III). Finished in royal blue it looked distinctly well, and the leather upholstery inside was even luxurious. Mr. Broad flew it away with Sir Sefton Brancker, Director of Civil Avia- tion, aS passenger. The new Desoutter (115 hp. Hermes) belonging to the A.D.C. Company, finished in cream and apple-green outside and splendidly appointed within, was_ another AN INTERNATIONAL AFFAIR.— The Junkers Junior (Armstrong Siddeley Genet) piloted by FIit. Lt. Stainforth, May 21, 1930 ES AN INSULT TO AGE.—A Moth bombing an ancient Benz Motor-Car of 1896 vintage. USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUCHOUT THE WORED. Digitol Google

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994 The Aeroplane May 21, 1930 BRISTOL AIRPORT All particulars from THE MANAGER, BRISTOL AIRPORT, BRISTOL. | | | 3 Miles from Centre of City. 800 yards Landing Area. | In all directions due south of Bristol. | | OFFICIAL OPENING, SAT., MIAN@S3iieiae Also | AIR PAGEANT AND R.A.F. DISPLAY. | Accommodation for all types of Air- Company, Restaurant, Show Rooms craft, Petr | and Oil Service Station, and Land available for the Erection Flight Tuition, Repair and Maintenance of Aircraft Factories Assembly Plants, Shops, controlled by a Commercial etc, THE AIRPORT IS CONVENIENTLY SITUATED FOR THE BRISTOL (CITY, AVONMOUTH AND PORTISHEAD) OCEAN DOCKS. | BRISTOL—_THE pe ue ELS WESss THE rela aac RE So 37 / / DUNLOP W! ihe | «Pa WELL-BASE 8 ee / BL RIMS DI ers ARE FI DUNLOP RUBBER COMPANY aie a FORT DUNLOP, BIRMINGHAM. | Branches throughout the World. BLUEBIRD AIRCRAFT 7 f R aS. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 21, 1930 COMMERCIAL The Aeroplane AERONAUTICS. 995 , THE TOWNEND RING. The following notice has been received from Boulton and Paul Ltd. of Norwich :— BOULTON AND PAUL LIMITED announce that they are the holders of all the Foreign and Dominion patents covering the device known as the Townend Ring and that in addi- tion to the original patents they have applications pend- ing both in this country and abroad for certain mmporcant improvements on the original device. In addition to this they have entered into an arrange- ment with The Department of Scientific and Industrial Research whereby subject to the right of: the Crown to free user Of the British and Dominion patents they will issue licences for the use of the Townend Ring to British Air- craft manufacturers for use on aircraft either for sale in this country or for export. Under this arrangement they will give to all such licensees such technical information and assistance as is necessary for the design and installa- tion of rings of this type. Boulton and Paul Limited are also open to consider the granting of licences for the manu- facture and use of Townend Rings abroad to any respon- sible applicants. EXTENSIVE tests both model and full scale have now proved that, given a satisfactory installation, the Townend Ring is capable of reducing the resistance of a radial air- cooled engine to a figure very much lower than is possible with any ordinary type of cowling. At the same time the ring does not prejudice: cooling or interfere with the ac- cessibility to the engine to which it is fitted as do other types of cowling which claim to produce approximately similar reductions in resistance. It must, however, be emphasised that to obtain satisfactory results with the Townend Ring the ring itself must be designed in con- junction with the complete engine and body combination in order to obtain satisfactory results and that the assist- ance of a firm with expert knowledge of the characteristics of the Townend Ring will prove of great value to all those who propose to use this type of cowling. REVISING AIR MAIL REGULATIONS. A move is being made by the Civil Aviation Section of the London Chamber of Commerce to begin a revision of the present complex conditions in air mail regulations. The Section recommends, among other things, that the clumsy system of surcharges be replaced: by a flat rate basis of charges on weight, and that Postal Administrations do not attempt to make more profit out of air-borne mails than they do from the more usual modes of carriage. All countries in the International Postal Union, they suggest, should conform to a uniform basis of charge; air companies Should be allowed to forward mails by the fastest alterna- tive route when compelled to delay flights, and distinctive marking, analogous to the blue pencilled cross for registered letters, be adopted instead of labels or special stamps for air mail. A diagonal red pencil cross is suggested. — All these suggestions indicate desirable paths of develop- ment if. air mail is to become popular; which is almost the same as saying if aviation is to become popular. For one person who believes the air to be a common-sense medium for personal travel there are at least fifty who would trust their letters off the ground. And considering that mail pays considerably better than passengers and is far less critical of accommodation and piloting it seems the ideal pay-load for regular as well as experimental pas- senger air lines. A readjustment of the present complex and unbalanced situation is the first requirement for stimu- lating air mail business.—F. D. B. THE JUNKERS G.38. The Junkers G.38, which has been illustrated on the front cover of THE AEROPLANE and inside it, has now passed her tests and been accepted for use on Civil air lines. She has been registered as D. 2000. On May 14 the G.38 went for a flight of 103 hours round about Germany and was afterwards inspected by the Minis- ter for Communications, Herr von Guerard. The G.38 which has a total h.p. of 2,400, has all four engines housed within* the wing, which means that the engines are available for constant inspection and attention by the mechanics. The airscrews are carried in extensions Which are built forward of the leading edge. One believes that a flexible coupling in which oil is used connects the airscrews and the motors. All the passenger accommodation is also within the wing so that the whole machine is another step nearer the ideal all-wing aeroplane which Professor Junkers patented in 1910. "RE-VICTUALMENT rT mennaensy and Mr. ‘Little sad their supplies of “Shell” at Tunis. LONG RANGE TELEPHONY AT HESTON. The } K.W. Graham Intermediate Air Port Equipment which has been installed at Heston Air-Park was described in THE AEROPLANE for Oct. 30, 1929, and has been referred to and illustrated a good many times since then, so one presumes that people are familiar with this extremely neat and compactly designed outfit. The other Graham appa- ratus at Heston has also had to bear the blaze of public notice in this paper, that is the G.A.6 light aeroplane equip- ment which enables the instructor to bellow warnings at the pupil on his or her first and/or subsequent solos. . Quite recently the Air Ministry have been making range tests from Heston to a D.H. Moth with the Graham G.A.6. equipment. The wave-lengths which were used were 764 and 860 metres. The range has been established as being between 80 and -100 miles, at which distance good clear speech is obtained from which one could write down from dictation. This certainly is a remarkable performance when one considers the minuteness of the apparatus and the shortness of the fixed aerials on the D.H. Moth. BETTER AND BETTER. The greatest saving of time yet achieved on the trans- Atlantic mail service is alleged to have happened on May 19. On this date the Heinkel seaplane which is regularly cata- pulted from the deck of the Bremen, reached the pier at New York ten hours ahead of the liner. AIR MAILS BY PARACHUTE. In the House of Commons on May 14, in reply i a question by Mr. Mander, the Under-Secretary of State for Air said that trials with a special parachute for dropping air mails and with another parachute device which was a modification of that known as the standard supplies drop- per, were in progress, but he was not yet in a position to make a statement on the results of these trials. In addi- tion two methods of delivering air mails other than by parachutes or the landing of aircraft were being examined. A ROUND TABLE CONFERENCE. On May 15, at the invitation of the French Government, representatives of the Air Ministries of France, Spain and Italy met at Marseilles. The conference is reported to be endeavouring to find a solution of the numerous problems which arise from aerial navigation over the Mediter- ranean. No rumour has reached THE AEROPLANE that ques- tions of salvage after forced descent were discussed.

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BY ERROR. =a re ae May 14. fessional aeroplane crashers, WELL IN ADVANCE. One hundred Puss Moth land-planes have been sold to date by the De Havilland Aircraft Co. Ltd. Deliveries will begin in June, according to announcements by the Company. The Puss Moth is now undergoing float trials on the Welsh Harp at Hendon. The floats were made and fitted by Short Brothers, Ltd., of Rochester, and the machine was flown up the Thames and across London to the Welsh Harp. WANTED, AN ARTIST. There is a vacancy on the Staff of THE AEROPLANE for an artist-draughtsman to understudy Mr. Leonard Bridgman. He must also be able to make good general-arrangement drawings from bad blue prints. There are great opportu- nities for a capable man. Applications should be accom- panied by specimens of work and the envelope should be marked. “ Artist,”” THE AEROPLANE, 175, Piccadilly, W.1. AN IDEA. The Postal Authorities, on the suggestion of Imperial Air- ways Ltd., have taken action which may do something to- wards focussing public attention on the benefits of the air mail service to India. Each two-shilling book of stamps will include two blue Air Mail “stickers” together with a page setting out pertinent information about the route to India. One doubts whether 1° of the people who buy books of stamps ever write to India. The people who write to India are the big business houses, and they buy their stamps in sheets. They are the people on whom the benefits of air mail services should be impressed. ADDED INDUCEMENT. On May 15 the Westminster City Council, on the applica- tion of the London Postal Service, agreed to a recommenda- Unequalled Value Brilliant Performance and Absolute Dependability ...make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO The Aeroplane May 21, 1930: error in transcription gave this picture an entirely wrong title in this paper on The contents of the packs are in fact American Russell Lobe Parachutes, and the wearers are pro- parachutists and stunters, and not officers of the U.S. Army Air Corps. tion to place special pillar boxes for the reception of Air Mail correspondence at Piccadilly Circus, close to the sub- way entrance by the London Pavilion, and in the Strand, by Surrey Street. The boxes will be painted blue to distinguish them from the familiar scarlet boxes which merely collect the earth-bound mail. THE FAIREY SOCIAL AND ATHLETIC CLUB. On May 17 The Social and Athletic Club of the Fairey Aviation Co. Ltd. visited Cranwell and handsomely beat the Cranwell Command at Cricket. The scores were:— lst Innings: Fairey Aviation, 121; R.A.F. Cranwell Com- mand, 88. : ; 2nd Innings: Fairey Aviation, 100 for 6 wkts. (innings declared); R.A.F. Cranwell Command, 37 for 7 wkts. A SILVERTOWN APPOINTMENT. Mr. Owen Colverd, who has been with Silvertown Lubri- cants Ltd., for the past 20 years, has now been appointed to the Board of Directors. Until recently he has been Sales Manager and in this capacity extensively travelled abroad in -the interests of Silvertown Oils. Mr. Colverd’s many business friends in India, Egynt, S. Africa, S. America, etc., will be glad to hear of this honour. PERSONAL NOTICES. DEATHS. CHAPELL.—On May 14, at Ali Masiid, near Peshawar, as the result of a flying accident, L-AC. Henry John Chapell, R.A.F, HAWKE.—On May 15, in hospital, as the result of a flying accident at Jhelum, India, on May 5, John William Hawke, Flying Officer, R.A.F. Mr. Hawke entered the R.A.F. with a short-service commission in April, 1928, and, after a course of flying training at No. 3 F.TS.. Grantham, he was posted to No. 26 (Army Co-operation) Squadron, at Catterick. He was posted to No. 20 EEN Co-operation) Sa Peshawar, in October, 1929. _ JARVIS.—On May 15, at Kai-Tak, China, as the result of a Being accident, L-AC. Alfred John Jarvis, R.A.F. STROUD.—On May 17, in the Khyber Pass, as the result of a fiying accident, Richard William Alexander Stroud, Flying Officer, RIA.F. Mr. Stroud entered the R.A.F. with a short-service commission in July 1927 and, after a course of flying training at No. 2 F.T.S.,, Digby, he was posted to No. 11 (Bomber) Squadron, at Risalpur, India. He was promoted to Flying Officer last January. TAVENDALE.—On May 14, at Ali Masjid, near Peshawar, as| the result of a flying accident, Flt. Lt. James Charles Henry Tavendale, R.A.F. Flt. Lt. Tavendale entered the R.A.F. with a short-service commis- sion in September, 1925, and, after a course of flying training at No. 5 I'.T.S., Sealand, he was posted to No. 32 (Fighter) Squadron, at Kenley, in August, 1926. In March, 1929, he was posted to No. 27 (Bomber) Squadron at Risalpur, India, for Signals duties. . WILTSHIRE.—On May 17, in the Khyber Pass. as the result of a flying accident, AC. Charles Samuel Wiltshire, R.A.F. FORTHCOMING MARRIAGE. GILLMORE—MORRIS.—The engagement is announced between Alan D. Gillmore. Fig. Off.. R.A.F., eldest surviving son of the Rev. D. S&S. Gillmore and Mrs. Gillmore, and Kathleen Victoria, only daughter of the late Mr: F. A. Morris and Mrs. Morris, of Swindon, Wilts. BIRTH. | ADDISON.—On May 17, at a nursing home, South Farnborough, to Marie Blanche, wife of Fit. Lt. E. Barker Addisdn. R.A.F.+—a son.

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ee The Aeroplane ae AN alloy with the strength and hardness of Mild Steel, but having : ee ee = ; only one third of its | _ | On a Plane weight, and _ possess- | | of their own ing excellent m :chin- | ing q talities. | PLAYERS : and Wrought ce! | AIRMAN : to any specifi- | : TOBACCOS Telebhone: East 1221 : cation. (Private Branch . eoecerevneseceeve seeee” Exchange), || ‘“°°**°r"**? Cables: Liebers 5 | ; Also “Y” Alloy ‘AIRMAN’ MIXTURE (as iliustrated) ‘AIRMAN’ NAVY CUT (as illustrated) *AIRMAN' FLAKE ‘AIRMAN BROWN HONEYDEW Letter Code. Telzcrams: ** Booth. JAMES BOOTH Birmingh ECOMPANY('915) LIMITED. : | R ntley’s Co e, A.B.C. ARGYLE ST. WORKS: NECHELLS. ; UU. Sth and 6th Edition Wn SDT Ul eer Uy, . oi AIRMAN’ GOLDEN HONEYDEW sf PA69I* ompane (al) rest Heian and (reland), Lob NATIONAL FLYING SERVICES THOROUGH AND ADVISORY SERVICE ON "INEXPENSIVE FLYING INSTRUCTION. AIRCRAFT SALE OR HIRE. INSURANCE. AIR TAXI SERVICE. VE. TOURS. COUNTRY CLUBS. | NATIONAL FLYING SERVICES LTD.. GRAND BUILDINGS, TRAFALGAR SQUARE, LONDON, W.C.2. | Telephone :—Gerrard 9316 (4 lines). Telegrams :—"* Natflying. Westrand, Lendon." AIR ‘PARKS :—LONDON (Hanworth); HULL; READING; LEEDS; NOTTINGHAM. 3 VA \ ALL AIR MATTERS. MAINTENANCE. eine Bt gs, i [ GIVES CONSTANT TAUTNESS = IN ALL CLIMATES. Telephones :- ‘ e\ } e > e ". . - ~~ . Factories :- Gerrard 2312 Hendon ( London,NW.Q) New York(U.S.A)5 Regent 4728. Telegrams & Cables Milan Cltaly.> TITANINE- EMAILLITE.urp.175, PICCADILLY, LONDON WI. _ etrafree, Piccy,London”’ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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998 The Aeroplane May 21, 1930 trump card. It was the first of its kind to be seen publicly without the ugly black-and-orange of N.F.S. and it gave one quite a fresh idea of the possibilities of these new craft, which are the only British single-engine three-seater cabin monoplanes which so far exist in quantities. Among the interested, and interesting, visitors were a dozen members of the Liverpool Aero Club, who had flown to Brooklands led by Fit. Lt. Bernard Allen, the Chief Instructor of the Club. They were on their way to Teign- mouth (Haldon) for the night, with the intention of return- ing on Sunday to Hooton, after visiting the new Airport of Bristol for lunch. Several other people who might have been at Brooklands were paying a visit to the “Rallye of the Ardennes” at Luxembourg (right the other side of France) and several more were having a private “Rallye” at Mr. Norman Holden’s place near Selsea. Wonderful how these private owners get about these days. [Brooklands will need a bit of pulling together before it acquires the old prestige of the Lindsay Lloyd days. Car- parking which blocks all entrance and exit of press cars to the aerodrome, and a system which omits to send invita- tions to newspaper representatives, are not likely to pro- duce sympathetic treatment by the press. Also the refresh- ment and sanitary arrangements, or lack of in the most exalted enclosure, needed a lot of improve- ment.—c. G. G.] AN INVITATION. On May 24 the Northamptonshire Aero Club will give a little display at the private aerodrome at Shortacres of Mr. Kenneth Whittome, one of the members. This aero- drome is about two and a half miles east of Peterborough and has very good approaches in all directions to its 33-acre expanse. Lunch will be provided for all visiting pilots, and the flying fraternity are cordially invited by the giver of the feast. Arrangements have been made for some exhibition ano novelty flying. THE LIGHT AEROPLANE CLUBS. In the House of Commons on May 14, in reply to a question by Mr. Everard, the’Under-Secretary of State for Air said that the hitherto unsubsidised clubs from which applications had been received for subsidy under the new regulations were Leicestershire, Northamptonshire, and Southern Aero Clubs and the Household Brigade Flyinz Club. The applications of the two first-named clubs had been approved. [No rumour has reached this office to the effect that the Household Cavalry have petitioned tne War Office for a subsidy for their polo ponies.—c. G. G.] READING’S NEXT SHOW. On June 9, Whit Monday, instead of June 7 as previously & ’ REGISTERED = them, announced, the Berks, Bucks and Oxon Aero Club will hold their next meeting and display. This Club is one of those in the National Flying Services chain. _ This event has been described as an Air Féte to convey its sporting character-as distinct from the solemn grandeur usually associated with a Pageant. One of the main events will be a race for owner pilots to Hanworth and return and a novelty race for “B”> licence pilots. All private owners and members of flying clubs are cor- dially invited. FREE LANDING AT HANWORTL National Flying Services, Ltd., announce that for the future no landing fees will be charged for privately-owned aircraft landing at the Hanworth aerodrome, and visitors arriving by air will be made honorary members of the Han- worth Club for the day. The Company stdte that it is impossible to offer similar facilities at municipal aerodromes under their control in the provinces, because the municipal authorities demand payment for landings, except by members of the N-F‘S. fly- ing clubs. FOR THEIR OWN GOOD. Pilots intending to fly.to Bristol for the Bristol Inter- national Air Pageant on May 31 are requested, and will be well advised, to bring their own picketing gear. Only those who have been faced with the problem of holding down a light machine in a heavy wind, while inventing means to secure it in the absence of proper pickets, or who have attended meetings where a hundred other machines have been staked down first, will realise exactly how thoughtful the Bristol Committee is in making the suggestion. A GARDEN PARTY AT HANWORTH. On July 19 a garden party will be held at the National Flying Services London Aerodrome, Hanworth, on the occa- sion of an air race round London. The event is being instituted by Mrs. Stanley Baldwin and will be in aid of certain charities. During the race a display will be given at Hanworth by N.F.S. pilots. The date of the party necessitates a change in the arrangements for the Hull Aero Club’s meeting, particulars of which will be announced later. WANTED—A NAME. The new aerodrome of the De Havilland Aircraft Co. Ltd. at Hatfield will be ready in about a month’s time for transfer to the new ground of the De Havilland School of Flying. At present no name has been chosen for the new aerodrome, and the De Havilland Company, at a loss for inspiration, offer a 15-minute flight in the Gipsy-Moth from Stag Lane aerodrome to the person who submits the best suggestion. , \PL @ ke REGISTEREO

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May 21, 1930 The Aeroplane . 999 MISCELLANEOUS ADVERTISEMENTS. AERODROME CONSTRUCTIONS LTD., 39, Victoria Street, S.W.1. AERODROME CONSULTANTS (officially approved by Air Ministry). Consultants and Contractors for layout and e ection of com- ple.e Aerodromes, Asphalt, Tarmac, Flooring, Roads, etc. Phone and Tele.rams: VICTORIA 1707. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2., ‘Phone: Regent 5316. ‘Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for th> strongest beard and the most tender skin. ; Every blade guarantced; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. : AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- Air Survey. Colindale Avenue, Hendon, N.W.9. ; Colindale 6183 and 6184. National Flying Services Ltd. (See page 397.) Go by N.FS. ls. a mile; ls. 6d. two passengers. AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, ‘“‘Kinetogram Willroad rial Contractors to the Admiralty, Air Ministry, War ce. ’*Phone: ENGINES FOR SALE, D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adaptor plates. These are post-war engines with release notes and log books. . AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vie- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America; Contractors to the Ordnance Survey. Laboratories and Sub- Sidiary Companies for aerial photography in the British Isles, Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). | AIRCRAFT INSTRUMENTS. - Aeroplane Wheels, fitted with Michelin 26 by 24 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, § in., 6d. yd.; Pressure Gauges, 25 to 100 lbs., 6s. 6d.; Coley Thermometers, 25s.; KLG. Plugs, F.7, 1s. 9d.; F.9, 11d. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautica! Consulting Engineers, 329, High Holborn, W.C.1. ‘Telephone Holborn 2542. | STANLEY, POPPLEWELL AND FRANCIS, Chartered Patent Agents, Jessel Chambers, 88, Chancery Lane, W.C.2. Telephone, Holborn 6393; Telegrams, “Notions, London.” a a as ss AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Wanted Urgently—X type Mark II Cirrus-Moth. Slots pre- ferred. Good price for good machine—Phillips and Powis Aircraft (Reading) Ltd., Reading Aerodrome. Sonning 114. Wanted, A “class D” light aeroplane. Must be cheap. D.H.53, Parnall Pixie, or machine of similar power. State condition. Box No. 5832, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. AIRCRAFT FOR SALE. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. Gipsy-Avian. New C. of A. Engine recently overhauled, under 200 hours’ flying. Newly painted black and red with silver wings. Wood Fuselage. New ex works. June, 1929. Offers to Box 178, c/o Mather and Crowther Ltd., 10/13, New Bridge Street, E.C.4. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. National Flying Services Ltd. (See page $97.) Quick de- liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd., Authorised Moth Agents. June delivery of Puss Moths. Unique hire-purchase terms. offered. Exchange specialists. Several Mark II Cirrus Moths for sale, prices from £360.—Reading Aerodrome. Sonning 114. £50 each. 2 Avro 504K’s, brand new, in makels' wrappings, complete, less engine and instruments. Motors, instruments, propellers, etc., can be supplied at slight extra cost. Box No. 5834, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. £495. Gipsy-Moth as new—many extras; only 40 hours’ fiying. Phillips and Powis Aircraft (Reading) Ltd., Reading Aerodrome. Sonning 114. nr a ar ee el TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. ALL THIS Jones. Davis. EXPERIENC ' ‘ AND WILL MAKE YOU A SAFER PILOT Lowdell. AT , The Brooklands School of Flying BROOKLANDS AERODROME, BYFLEET, SURREY. "Phones: Byfleet 436 & 437.

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2900 FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London. W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ’phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (V7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.: Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 1%s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone, Museum 6280 WAINWRIGHT'S The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 12/6. All-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted ‘Zip’ fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. London, N.W.1. Opposite Warren Street Tube Station. ‘Trade supplied. ‘Plone Museum, 6280 Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki! flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool Hned gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. - Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money refunded if not satisficd. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, ir. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. The Aeroplane Wainwright’s, 300-302. Euston Road, May 21, 1930 AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—21is. for 28 days’ membership—low rates for instruction—per‘ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only i? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 is. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 997.) Learn to fly. Fly when you wish. Southern Aero Club.—Thorough Avro Tuition, no waiting list. “‘B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. . Phillips and Powis School of Flying.—£2 10s. an hour. Trial lesson 15s. No entrance fee. No subscriptions. Five Moths. Experienced Instructors. Perfect Aerodrome. Learn to fly quickly and cheaply at the most go-ahead School.—Reading Aerodrome, Sonning 114. The De Havilland School of Flying, Stag Lane Aerodrome, Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. The largest and most up-to-date civilian organisation for flying tuition in the British Empire. SITUATIONS VACANT. Berkshire Aviation Tours and Northern Air Lines require Pilots; preference given to those with experience of Avros. Apply Air Port of Manchester. Experienced B Licence Pilot required. Joy Riding and In- struction. Permanent job. Apply full particulars. Box No. 5827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. The Cornwall Aviation Co. Ltd., require immediately Ground Engineer (B), must be first-class carpencer-rigger—re-con- ditioning Avros—permanent. Also fully experienced Pilot (B) wanted end of May—Joy-riding. Write stating experience and wages requires—Truro Road, St. Austell. Required, Ground Engineer. A. and C. Licences. Le Rhones and Avros. Apvly Box No. 5830, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. SITUATIONS WANTED. Secretarial Appointment sought by young man keenly in- terested in Aviation, age 28, Secondary School Education, speedy shorthand-tynist, certificated book-keeper, sound prac- tical all-round experience, 7 years’ car-driving experience. Box No. 5833, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Pilot-Instructor, 800 hours, B.1 category, 400 hours’ instruct- ing, seeks temporary or permanent flying situation. Apply Box No. 5831, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Join N.F‘S. REPAIRS. --BROOKLANDS SCHOOL OF FLYING LTD. is concentrating on Light Aircraft, Repairs and Overhauls. New modern excellently-equipped workshops have now been established. “Moth” Service. Telephones:—Byfleet 436 and 437. Telegrams: “ Aviation” Byfleet. | MISCELLANEOUS. Aviation Publicity.—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Aircraft and General Fine Art Co., East Grinstead, Sussex. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ’Phone 0365. . Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue $d. Madison’s Works, Wade Street, Little- over, Derby. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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—_ “NOILONULSNOD 4 suaatir ing Tan 2 YO =) S 2, ¥: cs © tam YU 7 a 2 = | ‘NINO SANIONZ OM.L HLIM YaLVvVM JH WOUd 440 ANVIL : NV VLLNDIW2 AHL “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. KINDLY MENTION

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i 3 The Aeroplane May 21, 1980 a 2. I9,OOOMILES o> IN 20 DAYS! rk /, i = oe - ; = | a a == » ~ fp . ? a oN OS GZzE 3 | eS YVh / eo - 4 te \ 7 Oh an \ er te, GOP \ A | al A; > , AR, * - —_ A RFORMANCE™ “Only those familiar with aero engines will realise what a magnificent _per- formance our Jupiter has put up. | Capt. C. D. Barnard in the “‘ Daily Express,’’ May Ist, 1930. The record flight from England to Capetown and return in 20 days was completed by her Grace the Duchess of Bedford, with Capt. C. D. Barnard and Mr. R. Little as pilots, in a Fokker monoplane fitted with a “Bristol” Jupiter (Series XI) geared engine. THc BRISTOL AEROPLANE CcCo.., LTD. — FILTON — BRISTOL { Telegrams: Aviation, Bristol. Telephone: 3906 Bristol. F Printed for AERONAUTICS LTD., by BONNER & Co. Lrp., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Published by AERONAUTICS LTD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILLY, LONDON, Wei. - ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, E.C.4. Telephones: Editorial, Gerrard 6407: Advertising, Gerrard 6023; Publishing, Central 6822.

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: ee ‘ Ae ™ . - = ‘ 7 ; a Registered at the G.P.O. as a Newspaper. ji - [Vol. XXXVI, No. 22. EROPILANE INCORPORATING AERONAUTICAL ENGINEERING CG.G re Y te oe SRE OPET: = ee , | \ ae . ark Q t iGat\ = ————_ -—— ~~ WES A APES EEN SY te Lab Rag At Maes Lied: aS ets the 0 % ‘Likes ee ' ‘ oh ue \ Oa, ae eee me GPs: 4 as, ng pores a atid sts pee Pee

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THE FAIREY AVIATION The Aeroplane May 28, 1930 fai rey AIRCRAFT COMPANY -: LIMITED .- HAYES + MILOOUES EsG@

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MAIN LIBRARY MAY 28, 1930. ™# N EROPLANE VOL. AXXVITII 22, No. . . Incorporating Aeronautical Engineering “The Editorial Offices of “The Aeroplane ’’ are at 175, Piccadilly, London W.1. - Telegraphic Address: eS 1s t \ Subscription Rates, post free: 9d.: 6 OILS \ingsstes * AACCCCUCKK \) Abroad, 3 months, 8s. PP eet, ( ‘* Aileron, London.” Advertisement Offices: 175, Piccadilly, London, W.1. Telephone: Gerrard 6023. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- f mnautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. § Home 3 months, 7s. 6d.; months, 1%s. 6d.; ‘ U.S.A., 1 Year, $8.50. Entered as second class matter at the New York (N.Y.) Post Office. Telephone: Gerrard 5407. 6 months, 12 months, 35s. 15s.; Canada. 12 months, 30s. 1 Year, $8. ON HUSTLING PROGRESS. Mass psychology is a queer thing. Can anybody explain just why we should be so excited, or, to use the expressive American phrase, all het up, because Miss Amy Johnson has successfully reached Australia by air? Admittedly hers was a magnificent performance and one confesses to being as keenly interested in her progress as anyone could be. But, barring the fact that it was all done at one stretch, so that the newspapers were able to make an exciting serial out of it, was it intrinsically either a better flight or a more dangerous flight than was Lady Bailey’s flight round Africa with an aeroplane and an engine which had not at that time been so highly developed as those used by Miss Johnson? The last four hundred miles, from Timor to Darwin, is certainly one of the most dangerous flights in the World because there is practically no shipping either along or across the route, and four hundred miles is a long stretch for a single engine of any size or power. The fact that the sea is infested with sharks makes the flight sound «more terrible in the newspapers, but does it in fact add to the terror? Is dying from shark-bite any more unpleasant than dying from mosquito-bite as Lady Bailey very nearly did in the Belgian Congo? Or is sitting in a sinking aero- plane for several hours in an ice-cold sea without hope of reseue any more pleasant as a form of death than being swallowed at one gulp by a shark? Another difficulty which faces us when we have to write . about this journey is that if we hail Miss Johnson’s per- formance as something wonderful for a woman we raise the ire of all those advanced feminists who claim that a woman’s performance should be judged simply as a per- formance, alongside the best that a mere man thing can do, and that there should be no allowance for sex, despite the examples of the Derby and the Oaks to the contrary. Judged as a pilot’s performance it was just a very good flight. Judged as a woman’s performance it was wonderful. A Basic TRUTH. : ‘Actually the finest corrective to the hysteria of the Daily ‘ ’ Press was the simple message sent to Miss Johnson at Darwin by that excellent organisation, the Returned Sol- diers’ League of Australia. Their message said, _ We welcome you as the embodiment of that spirit which prompted British womanhood during the War to innumerable acts demanding the qualities of self-reliance, endurance, resoluteness and sheer pluck. Probably some sub-conscious appreciation of the idea thus clearly and briefly expressed- is what underlies the enthusiasm over this flight, which otherwise might seem excessive when judged coldly and logically. Miss Johnson was two days quicker getting to India than was Mr. Bert Hinkler, but she took a short cut which he did not take, and saved several hundreds of miles. She lost her lead by an unlucky landing, but the unlucky landing was primarily caused by the fact that she chose her start- ing date more or less haphazard without due regard to mon- soon weather, whereas Mr. Hinkler had considered his flight in all possible aspects before starting. Which shows the difference between dash and daring alone, and dash and daring coupled with organising power. — THE RACE QUESTION AGAIN. Those who are inclined to scoff at racial peculiarities and try to argue that one breed is as good as another will find some difficulty in answering the definite statement made in The Times of May 26 that Miss Johnson’s name ought not to be Johnson but Jorgensen, because her father’s father is a perfectly good Dane of that name from the Island of Fyen,.and is still alive at Bridlington. All her photographs show her as being of the distinctly Scandina- vian type. ee | As Yorkshire is mostly populated by Scandinavians there is very little difference between whether her grandfather came from Scandinavia a few years ago or her ancestors came from Scandinavia a few centuries ago. Also her father’s mother’s name was Holmes,—which is very much a Yorkshire name and essentially Scandinavian. The really interesting point is that practically all the big flights of the World have been done by people who are quite distinctly either directly Scandinavian like Lindbergh, a | “THESE MOST BRISK AND GIDDY PACED TIMES.’ —(SHAKSPEARE—Twelfth Night.) WITH THE Sabena firm NIGHT MAIL.—A trimotor Fokker. (three Bristol Titan radial engines), belonging to the of Brussels, disgorging mails and freight at 03.00 hrs. at Croydon. Thus do our competitors from other countries hasten developments tor us. —(‘ Aeroplane" photograph.)

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1006 The Aeroplane or obviously of Scandinavian ancestry like Jack Alcock, or of Scandinavian-Scottish blood like Ross and Keith Smith, or of slightly more Southern Nordic breed like Van Ryne- veld and Brand. One might justifiably include in the list Alan Cobham, who is quite clearly of the light-haired light-eyed type. Anyhow, Miss Johnson’s flight deserves to be historic be- cause she was the first woman to fly alone to Australia. Mr. Hinkler’s voyage was quicker and Mrs. Keith Miller was the first woman to fly there. But Mrs. Miller had Mr. Lan- caster as co-pilot,—though the fact that their Avian (with its Cirrus engine) was carrying two people made the voyage the more remarkable. . In fact it has never been publicly recognised at its full worth. A QUESTION TO BE ANSWERED. There is one incident in connection with her flight which certain newspapers ought to explain. When Miss Johnson arrived at Karachi these papers reported her as saying that before she left England she had got no support and no encouragement from anybody, but now she had reached India in record time offers of financial help had poured upon her—or words to that effect. This left one to assume that somehow or another Miss Johnson, presumably through her own family, had scraped together enough money to buy her Gipsy-Moth from Mr. Lawrence Hope of Air Taxis Ltd., and had enough left over to buy petrol and oil as she went along. At the Dinner to Lord Wakefield the other night Sir Sefton Brancker let out the fact that Lord Wakefield had definitely financed the whole flight, that is to say he had put up the money to buy the machine and had arranged for supplies of petrol and oil all the way along the route. And the two statements do not tally. No doubt Miss Johnson had been asked by Lord Wake- field, and possibly by Sir Sefton Brancker, not to say any- thing about having been thus financed. Lord Wakefield likes to keep most of his benevolence secret. And he only agreed to finance Miss Johnson after much importunity. Naturally, if she had failed, and if his financial help had been known, there’ would have been enemies to gird at him for encouraging such a crazy undertaking. So there was every reason for keepning quiet about money matters. And so no doubt Miss Johnson loyally refused to divulge to newspaper people in India the name of her financial backer. But there is a very wide difference between that and saying definitely to newspaper men that she had not been MaAy 28, 1930 able to get any support. Therefore one suggests that the papers which published such a statement ought to explain themselves or their correspondents. THE COMMERCIAL POINT OF VIEW. After allowing our very natural enthusiasm over Miss Johnson's flight to cool down we may quite reasonably con- Sider the various great flights of the last few days from a purely commercial point of view. Miss Johnson’s flight has demonstrated once more, as has been demonstrated already more times than can be counted, the fact that British light aeroplanes and their engines are about the most reliable vehicles in the World,— not excluding railway trains and steamships. Her flight has also demonstrated how easily a thoroughly well orga- nised air-mail line could be run to Australia. And here we must not forget that the Far East Squadron of the R.A.F., with its Southampton flying-boats and Napier engines, based on Singapore, have demonstrated that a quite regular air service can be maintained between Calcutta and Singapore in monsoon weather which would make flying impossible for the best of light aeroplanes. All this was proved some time ago and Miss Johnson’s flight is very useful confirmation. But there is another side to the question. Aiy transport, and especially air transport of mails, is most useful between England and those countries where we are most likely to do business at a profit. India is in a state of social chaos, thanks to our futile government of a population which only understands a heavy hand or a thick boot. Australia, though potentially immensely wealthy, has practically suspended payment of all her debts, largely because of socialistic mishandling of labour problems and immigration. Consequently, there is not much money to be made out of air transport to India and Australia for the present. In the meantime, while we are spending money and effort, not to mention enthusiasm, over that route, we have passed over comparatively unnoticed two very important routes which, if they were operated by us instead of by other nations, might have brought much profit to this country and to the people who might run the air line. Two HISTORIC SUCCESSES. On May 12-13 Monsieur Mermoz in a French monoplane with floats flew from the West Coast of Africa to the East Coast of Brazil with the first load of air-mail to be carried direct from Paris to South America. SHIPS THAT PASS IN Croydon, at 02.16 hours (see clock in background) on May 20. steered safely past the Brussels-bound, OO-AIJ, east of Dover.—(‘“ Aeroplane” photograph.) THE NIGHT.—The interior of the Control Tower at the London Aerodrome, The incoming Sabena, OO-AIL, »aas just been ae Google

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The Aeroplane May 28, 1930 ig OX 6 % Ses > oe sUnequalled — f eerie: wamr—a|IIF, general reliability of British aero 53) (ue engines has frequently been demonstrated, 8) but the world generally does not realize 3 how year in and year out long Service AS #55) flights are undertaken with such complete immunity from trouble that the intrinsic value of the performance is overlooked. There are certain flights now cafried out by the Royal Air Force each year which are not paralleled in any foreign air service, and Mr. Montague, the Under-Secretary of State for Air, has performed a useful service to British aviation in general by drawing public attention to them in Parlia- ment during the debate on the Air Vote... It is not without significance that in every one of these flights the power unit was the Napier Lion, an engine which is giving unequalled service not only at home but also abroad in every sort of climate, hot and cold. The equipment of No. 205 Squadron, it is worth recording, is made up of Supermarine Southampton flving boats, with metal hulls; in fact, these are the identical aircraft which made the historic flight from England to Australia, back to Singapore and then on to Hong-kong, finally returning to Singapore after flying 27,000 miles.” ¢ “a The Times Trade and Engineering Supplement ' 264h April, 1930 . IMPROVE THE RELIABILITY AND EFFICIENCY OF. YOUR AIRCRAFT BY INSTALLING THE The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W.3 e: a \. PA Kaa Kae ~ : Ce ES Eee KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. wo 1007 SEEN <a we ES) SIS, LLL IEL SLE GR ad LELELOLGLAGLROERGES Cre ae GG Cc ‘ é a Gp QeG YG Qe BRGX Sy at OX& LEELA. ars he Gs 9 ee ~

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16038 The Aeroplane May 28, 1930 On May 22 the airship Graf Zeppelin, commanded by Captain Eckener, arrived at Pernambuco after flying direct across the South Atlantic from Seville in Spain. The Graf Zeppelin took with her mails which had been flown direct from Germany to Seville. ‘ Thus we find Paris and Berlin directly in touch by air- mail with the whole of South America. Naturally, if people in England want to accelerate their business with South America they can always send their letters to Paris and have them flown by the French air line. In a year or so they may even be able to send them to Berlin and have them flown by aeroplane and airship to South America quicker than they could get them there by any of the three or four British steamship lines which carry His Majesty’s mails to South America. Of course we can argue perfectly well that so long as we do the business, with South America we do not care who carries mails for us. In fact we may even pat ourselves on the back and think how clever we are to let these mis- guided foreigners run air-mail lines at a loss to themselves so that we can do business because of them. TRADE AND THE FLAG. That may be true up to a point. Flag. And we have not been doing any noticeable amount of flag-waving in South America for quite a while. | Certainly that enterprising firm the Aircraft Operating Co. Ltd., has been impressing on Rio de Janeiro the efficiency of British air survey work. And Mr. Sydney Holland has been showing other parts of Brazil that British light aeroplanes and pilots really can fly. And Major Kingsley has been doing good work in Argentina. But one doubts whether their gallant efforts have been as impressive to Brazil and Argen- tina as have the regular air-mail services of the French Compagnie Générale Aéropostale and of the the German Kondor Syndikat. There is to be an All-British Exhibition of a considerable size at Buenos Aires in March of next year. And the Admiralty have graciously offered to send one of our air- But trade follows the ° craft carriers to that exhibition. provided that the British Aircraft Industry will pay for oil fuel. When the Admiralty have sent a whole squadron of war- ships to odd out-of-the way corners of the World to show the flag and impress on the local inhabitants the might of the British Navy, the Admiralty have not asked the ship-building and armament firms whose goods have been represented in that squadron to pay for the coal and oil, although the British Ship-Building Industry has. benefited mightily by these flag-showing expeditions. Therefore one would have imagined that the Admiralty could very well afford to send an aircraft-carrier to Buenos Aires at the Nation’s expense if only to impress on South America the mightiness of the Fleet Air Arm. On the other hand, if the Admiralty is ready to take samples of all the various types of aircraft made by the members of the Society of British Aircraft Constructors, and is ready to let the sacred ship be used as a kind of floating showroom for British aircraft at Buenos Aires, then uae Trade certainly ought not to jib at paying the oil- If that ship does go to Buenos Aires with samples of British Aircraft we may be able to get back something of the prestige we have lost through allowing the French and the Germans to get to America first with their air mails. But we shall need to put up a very good show if we are to outweigh the effect which must have been vroduced by something over a hundred French aeroplanes being in constant service between Santiago de Chile, Buenos Aires, Rio de Janeiro and Pernambuco on the C.G.A. service. Of course in making arrangements for the All-British Exhibition, the French air-mail line will be of the greatest convenience to us. And to that extent we ought to be grateful for French enterprise. But at the same time one cannot help regretting that our business letters for this great occasion will not be carried in all-British aircraft,— which we know to be the best in the World if only people will order the right tvnes and use them in the right way.—c. G. G. WITH THE NIGHT MAIL. By F. D. BRADBROOKE. It was a night of lights, lights, lights; but it all began in the control tower. In there were little flags which Mr. J. J. Jeffs, the officer on duty, stuck in a big map and moved about rather like an old lady making pillow lace. His pattern was not involved because the time was close on 01.00 hours and nearly all the little flags were stuck below in rows signifying their lawful nightly hangars, but two were on the map, one at Gravelines and another at Lympne. They were slantwise, their pennants touching the board. “What are those? ” “Oh, that’s McClure and that’s Miss Spooner; both down for the night. News of McClure is not too good. Seems to have had bad luck landing. This is the Sabena outward bound from Brussels to London. Listen.to him.” Mr. Jeffs indicated the loud speaker high up on the glass wall which enclosed the mass of wireless workings. It stopped emitting Morse squeals for a moment, and a French voice could be heard dimly. We put on the head- hones. | m “’Allo Sabena IL! ’Allo Sabena IL! -Votre position est dix kilometres au sud-ouest de Dunkerque. Je vous écoute.” Cracklings, and a more obscure voice half-drowned in noises indicated an inquiry about the weather from the pilot out there in the dark which was duly answered. — We looked at the little flag again, and it now stood west of Dunkerque. We felt comforted, but suggested that IL was a bit late. THE INCOMING MAILS.—A Sabena (Belgian Air Lin es) apron at 02.55 hours. —(‘‘ Aeroplane ”’ “Oh yes. Head wind. You'll have a tail wind; and of course we shall be in touch with you all the time. That’s your call.” . Mr. Jeffs referred to shouts from the tarmac where a Fokker of the Sabena Line stood muttering with its three Bristol Titans. We took one look at the lowering. clouds and were unfeignedly glad that there were three. Our bag had preceded us into the cabin, which already contained mail and two seats. The windows were covered — = Thoishait lie. ma : Re. F 7 a = =e SS as (three Bristol Titans) taxying conto the photograph.) Fokker

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> May 28, 1930 The Aeroplane Blackbur _ METAL RIPON TORPEDO-BOM BER “The latest development of ee Torpedo ae Ft : aoa /2/ (Lines) aes prugh ean bee (C see Blachaero, Lastrand, London. =. . = ee ee SS ee Penpbe-pedinkione & BURLINGTON GARDENS - wl are World Distributors of our BLUEBIRD LIGHT AEROPLANE Agency applications invited. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ~< . — ‘ pare - =. _ TS = — - - : , ; . zs SSP renee as , Vie 4 1009 mg -y

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The 1010 Aeroplane May 28, 1930 with a heavy curtain, all but a little near the chairs, and the lights in the roof glowed dimly. Further shouting outside indicated the absence of Mr. - .Patrick O’Neill, British representative of Belgian Air Lines (Sabena). M. Edouard Sobry, first pilot, walked up through the cabin and the Titans emitted streams of snarks and roars of protest. M. Stevens, second pilot, followed him into the cockpit, and the Belgian air mail to Brussels waited for an Irishman. The time was 00.56 hours. With a minute to spare Mr. O’Neill arrived smiling, and almost before he was seated the cabin lights went out and the engines roared up. A floodlight showed the grass as if hoar-frosted, and the. machine began to bounce as it gathered speed. The bounces lengthened as we became air-borne, the wheels lifted and the little red, winking boundary lights swept underneath. M. Sobry climbed at once to 300 metres, and the clouds shut us in. Mr. O’Neill suggested that it was not a good night—with which we ventured agreement—and explained that one must have a certain height over Biggin Hill, where the weather always seemed to be thick. In the cabin it was completely dark. Through the little window forward the instrument board was a maze of little, shivering blue phosphorescent points, and the pilots sat motionless. The effect of Sphinx-like inscrutability was admirable, until a little lamp flashed up and M. Stevens (whose name is Flemish, not English) fiddled with a stack of little levers like old-fashioned motor-cycle controls. They were the remote controls for the wireless telephone. A little gesticulation, and the light went out again. More marvellous immobility. We crept back through the pitch-dark cabin to our window, outside which was one Titan in full blast, and pandemonium. At the moment we were still in clouds. The twin exhaust ports of each cylinder showed rings of flashing blue, the exhaust pipes not being a gas-tight fit, and the outlet from the main ring trailed a streamer of blue flame which flickered on the wing above and the mud- guard of the wheel below. In the thickest of the fog the vivid blue light reflected back and lit up every detail, but at intervals a black open- ing flashed past with peaceful terrestrial lights visible for a moment—very close—but always the blue glare jumping from a semi-circle of leading edge and the mud-guard. The luminous dial of the cabin altimeter still showed 300 metres. The clock indicated 01.20. Must be over the Downs. Further telephony in the cockpit, and soon the ground lights became more steadily visible, scattered, at intervals in groups and patterns. A mass of lights and a Neon beacon showed Lympne. Folkestone followed soon after with long rows of illumination. M. Sobry had descended to 200 metres and dim patches of field could be made out below. THE NIGHT MAIL.—The Brussels rail being unloaded Bristol Titans). The time may be noted by the aerodrome clock.—(‘ Aeroplane” photograph.) The coast was still well to the right as we approached Dover, glittering still, in spite of the hour, with lights about the harbour, on Citadel Hill and Castle Hill. The coast- wise lights of England flashed at their settled terms below us; and, in the distant mists, a flash to Southward seemed to be from France. Suddenly the Doverward wing dropped and the Fokker started to turn. Hurried consultation occurred between the passengers, with a. finding to the effect that a landing would be made at Lympne owing to fog ahead. But the machine straightened out seawards, and on the port beam Sabena IL, to whose conversation with St. Inglevert we had listened an hour back, rode by in the darkness, his navigation lights twinkling distantly. Sold again. The passenger list realised that Mr. Jeffs, a hundred miles away in his comfortable eyrie, knew more of what was happening to them than they did them- selves, and nursed a deep sense of injury for five minutes. But the Channel was underneath, with little winking boats and a Swell visible in the rays of a huge light which revolved slowly and swept the seas around with its fifteen or twenty beams. We didn’t know what light it was, but it was an impressive cartwheel of brilliance. In mid-Channel a big liner ploughed eastward brilliantly lit. The Bremen had left Southamovton for her name city that evening and we were quite certain it must be she. We should have felt injured again if we hadn’t been. Out of the range of lighthouses the night was dark as pitch, and as we were flying.at about 150 metres the ceiling must have been very low. The Fokker rode through oc- casional patches of mist, but in general the view was bounded by clamourous blue flame and adjacent bits of structure. The cabin was warm, and as it was too dark to find the heat control we opened the windows to enjoy the cool air and Titanic voices. 'The peculiar rhythm of three five- cylinder radials, each constantly coming into and out of phase with either or both of the others, takes some getting used to if one is used to single-engined machines. Out of curiosity we stuck our heads into the 120 m.ph. slipstream and saw the tail standing out in the darkness lit by the rear navigation light. Down below were flecks of pale light. I mentioned this important matter to O'Neill, and we wisely decided that a ground mist must be diffusing the scattered lights of Belgium. But there were a lot of them. After further prolonged inspection, in the know- ledge that we were scarcely more than 100 metres up, they turned out to be the white-caps of the Channel, visible In the pitch dark through some mild form of phosphor- escence. Then Calais appeared to starboard, and from there to Gravelines we could vaguely discern the sand dunes and the beach, which impressed us as a nice, broad, smooth place to fly over at night. We left Dunkerque to port, and every few minutes the beautifully noticeable airway beacons which light the entire route to Brussels flashed in the cabin windows. These occur every 20 kilometres or So, and although M. Sobry didn’t say so we feel sure he finds them a comfort. We did, but we hadn’t been flying the route regularly for six years, as he has. . The beam wireless masts at Ruyssleed showed up to Star- board with three lights on each one of the eight. This station provides direct wireless touch with the Belgian Congo where other Sabena aeroplanes are doing a job of work. Alost is impressive by night, from a few yards uv. We . passed directly over it and could see the wide deserted streets, illuminated in little circles round each lamp post and along the fronts of the houses, so that the streets stood out sharply as channels of light among the dead black from a Sabena (Belgian Air Lines) Fokker (three

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May 28, 1930 The Aerop lane 1011 ee eee DORA RARARARARARRARAARARAAARARAAARRARRARARA RA RADA AAR ARARARARAR ARR RAA DARA RAR A AAS BRAS ENGLAND TO AUSTRALIA ! We desire to offer our most sincere congratulations to Miss Amy Johnson upon the completion of her remark- able flight rom England to Austrsla in a ‘* Moth ” light aeroplane. While she has been disappointed in her attempt to reduce the time of UNDUQUDUAUVUCUVONEOUAOTEOEVUAVEOUDENSEVANTVOUOUUAOETOCUEOEOAUEANOCTAQGGAETEE STOO ETAT ATUL ATT TA TATU 153 days taken by Sqdn. L dr. Hinkler on his pioneer flight in a Cirrus Avian in 1928, yet her achievement is a great personal triumph and serves to emphasise once again the excel- lence of British Aircraft productions. oO: CIRRUS AERO ENGINES LTD., Regent House, Tershone- 4, 89, KINGSWAY, LONDON, W.C.2. — Tersrm:, SEEEEEEE Ey aT eT A“NDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. FHODAUNOOAUUOONUUNGOUAAEONOACNOQNAN0NQQU000644000000080H00000000800RS0U00000U00000U0000000N040U00000NN0000NN0000N000NEN0000000U00E040bRCONSUENOGOIOUNUCGGUCUONOUONUUOOCUNQOUSUCAGUOEOOGUONOGOOUNGQOUSEOQUUENGOUUOUOOUUANGQUAEOSOOUOUNOOUOEUQQUUEGQOUEOOUUaRSNOGENNNUASHT:. Serer eee aE EEE EEE ETE E ET PETE E ET EET EEE T ET EEE TTT EET AAR ASARARAG VUVysy Ji A AON ARS

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1012 | of the houses. There are fine squares, and an occasional wayfarer who turns a little white face up at the shattering disturber of the veace. ; A few more minutes of blackness and Brussels sweeps underneath, with lights reflected in the River Senne, ship- ping, and motor-cars pushing beams of light along the luminous trenches which are the streets. At the aerodrome the floodlight is on and the illuminated tee shows that we must take three-quarters of a circuit before coming in to land. A Vérey light goes up and the Titans subside for the first time in two hours, trailing thick streams of sparks instead of the eternal blue flame. The Wwing-tip almost seems to graze the roof-trees of peace- ful Belgian citizens as M. Sobry turns in and glides low over the fence. OO-AIJ is logged in at exactly two hours for the run, which is, as usual, well under schedule. But there was a light south-west wind of about 12 m.p.h. so that the weather neither helped nor hindered and the luminous indicators on the outboard engines had been registering less than 1,575 r.p.m. all the way. THE RIGHT Way. There is no more logical way to carry mails than to fly them by night. The bag which shared with us the cabin of OO-AIJ contained letters that had been posted in Lon- don as late as 23.00 hours the night before at the G.P.O. They would be delivered by the first post in Brussels or Antwerp that morning. But the bag weighed very few kilos. On the other hand, Sabena IL passed us en route to London with 900 kg. of mail and freight, which is a story repeated nightly. The business between the two capitals cannot be as one-sided as all that, so the explanation is limited to the factors of patriotism and price and busi- ness horse-sense. The Belgian Post Office is accepting mails at ordinary postal rates for the first three months of the service, which was started on April.14. For a further three months a special air mail fee of half the usual surcharge will come into effect. From London an air mail fee of 2d. per oz. is charged over and above the usual 23d., making 44d. for a letter of not more than one ounce, and one must assume that this helps to make the difference between 20 kg. outward from London and 900 kg. back. In six months, when full rates come into effect from Belgium, the truth may appear. The reliability of the service cannot be impugned. There have been delays due to weather in the past six weeks, but no cancellations and no failures to arrive in time for an early delivery. Belgian Air Lines have a record of six years’ passenger service with- out an accident involving injury, and the excellence of their equipment is such as to reduce to a minimum the admitted difficulties of night-flying. As a sop to public ignorance the firm has decided to call itself Belgian Air Lines, in England, and it is only a pity and a reproach that a name with so good a record behind it as Sabena should be relegated to the background. It is a commonsense cryptogram for La Société Anonyme Belge @’Exploitation de la Navigation Aérienne. . The comparative thoroughness with which the night mail has been tackled on either side of the Channel is strikingly shown by the “street lighting’ from Brussels to the coast, and the trackless waste on the English portion of the route with Cranbrook beacon, Lympne, and the coast lights as the only relief. Obviously the General Post Office is not in- terested in fly-by-night interference with the immemorial and sacred methods of letter carrying. The credit due to England on the London—Brussels ser- vice is much the same as that conceded to England by the The Aeroplane May 28, 1930 great Mr. Will Rogers for Miss Gertrude Ederle’s Channel Swim. He remarked that if England hadn't thoughtfully provided a beach for her to land on she’d have been swim- ming yet. At the Brussels office of Sabena we met M. E. J. Godtschalsk, Chef d’Exploitation, who is an old and dis- tinguished pilot. He added to our information in the most courteous way. MORE AIRCRAFT FOR SABENA. In Brussels on the Haren Aerodrome is the factory in which Sabca (Société Anonyme Belge de Constructions Aeéeronautiques) make Fokker aircraft and Bristol engines under licence. Most of their output is bought by Sabena— which creditable name we insist on using while in its natiye city. Inside are Fokker fuselages, with the welded con- struction which becomes familiar after visits to Haze- brouck Heights, N.J., U.S.A:, and to Manchester where they make Avro Fives and Tens; and huge wooden wings in all stages of construction. A new metal high-wing monoplane is being built for the Sabena service in the Congo, called the S.11. It is designed for three Jupiter engines and 25 passengers. At present it is in a fairly primitive state, but the wings are built of metal lattice spars with a non-corrugated metal skin. Sabca has orders for 24 machines of the same size as those used on the night mail and daily passenger servicés operated between Brussels, London, Antwerp, Hamburg and Paris. Six of these are for service in the Congo. A Titan, built under Bristol licence, was under test out- side on the stand, but as word came that M. Sclosset was ready to take off for Antwerp we postponed a visit to the engine works and went aboard. Fifteen minutes later we were in Antwerp, where the aerodrome is much smaller but very busy. To-day there were many perturbed and cere moniously attired gentlemen on the cinders, and a non- chalant Fairey III.F in the foreground. ! Lord Thomson, Secretary of State for Air, was due in the city to assist in the official opening of the British section of the International Exhibition, but had not arrived. Just before our arrival the London—Antwerp service of Sabena had landed, and reported that the’ Fairey carrying Lord Thomson had landed at Ostende owing to fog. Collecting the member of our household who had landed in the afore- said London—Antwerp plane we proceeded to the city and to the Exposition Internationale et Coloniale. The Antwerp Exhibition. This World’s Fair is not strikingly different from previous fairs elsewhere at first sight, and impresses one with dim recollections of the White City many years ago, and Wembley of more recent date. Although it has been open to the public for a month there are large sections of it still unfinished, including much of the Belgian exhibit. A signboard informed us that the British grounds were penetrable only by invitation card, and armed guards confirmed the intelligence first in apparent Flemish, then in French. While waiting for results to ensue from a card of uninvitation, despatched by a friendly Boy Scout, we had leisure to examine the fine site allotted to Great Britain and the admirable results secured from it by Sir Edwin Lutyens, who was the architect. The dignity of the build- ing is achieved by its simplicity, and its grounds slope to the moat which entirely surrounds it on the exhibition side so that it can be reached only by three bridges. A dome surmounts the great central hall, and wings of the building form galleries for exhibits. | The opening ceremony was imminent, and the atmo- sphere of ceremony first observed at Haren Aerodrome per- THE OPENING CEREMONY.—The Earl Granville (British Ambassador in and Lord Thomson (Secretary of State for Air) at the opening of the Antwerp Exhibition. Brussels)

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The Aeroplane 1013 The ATLAS TWO-SEATER § An Aircraft with many applications. —~~+~=3=~—h™° THE Atlas 2-seater steel aeroplane has been used for three : years as standard equipment for the Royal Air Force. It has a wide field of application and can be used for army co-opera- _— ~~ ~S-_:—s ition duties, for advanced two-seater training and as a seaplane. _——S—sé‘SS lt is available with the Jaguar or Jag ar Major engine, with | which it becomes a two-seater fighter of outstanding quality. See Ws (Ge , \A\7 EI . | ARMSTRONG WHITWORT Id | AIRCRAFT LIMITED . Works and Aerodrom:: Whitley, Coventry London: 10 Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ae Google

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1014 sisted in full force and radiated even to the far shores of the moat. The representative of THE AEROPLANE was at last accorded permission to cross the moat, and to take a prideful look at the Supermarine S.6 which stands in the grounds in full view from all sides. : At 15.00 hours the opening ceremony began in the central hall with a flourish by two trumpeters of the Royal Horse Guards. Sir Henry Cole, Commissioner-General of the Government of Great Britain at the Antwerp International Exhibition, formally asked Lord Granville, British Ambas- . sador at Brussels, to open the British pavilion, which his Lordship proceeded to do, speaking in French to the dis- tinguished gathering. In reply, M. Heyman, Belgian Minister of Labour, thanked His Lordship and made flattering references to Anglo-Belgian relations in the past, throughout the reigns of the three Kings of Belgium whose statues stood under the great entrance arch of the Exhibition. Lord Thomson, who arrived opportunely, apologised for his lateness and expressed hopes for further peaceful and close aerial co-operation between the two realms. He rightly stated that British visitors would take a particular pride in the exhibit of a Supermarine of the type which won the Schneider Trophy, and inside the building, the actual engine. THE BRITISH EXHIBIT. The pavilion is really no larger than those of most other © countries represented, and certainly the exhibits are less crowded. But from the exterior appearance of the building to the arrangement of the exhibits inside there is a re- straint and dignity which give cause for pride. The utmost has been made of situation and lighting by Professor Richardson. In the central hall is a large sunken map of the world, of which the land portions are lighted from beneath by lights which illuminate the whole map, and then parts of the British Empire by turn, dyeing them a rose-colour. The intervening oceans, which contain real water, are sailed by tiny ships which crawl from port to port with realistic ripples. It is true that they go about and steam home again just before reaching their destinations, and are a little bit suggestive of water beetles to irreverent imagina- tions, but the general effect is quite fascinating and the Surrounding rail is thronged with admirers. About the hall are six alcoves, of which two contain portraits of their Britannic Majesties in splendid settings. The others contain windows with lighted panoramic can- vases behind to suit the style of window. For instance, the spectator looks from a scale replica of Captain Cook’s cabin in the stern of the Endeavour to a view of Plymouth as it was when he left for Australia. One can also look through the window of the original Royal Exchange on the Thames-side prospect of 200 years ago. Around the roof are panels representing various periods and Colonies. The naval and marine exhibits are most extensive and interesting, and a series of dioramas representing the gradual improvement of the English race by successive waves of invasion is intriguing. Our AIR EXHIBIT. The aviation exhibit starts outside the great doors with the Supermarine S.6. Inside is the Rolls-Royce R engine ~e i: le * el : ’ EEN A A wn at, Ps an a rt a *, Lh 4 “pr he: og) eer gy 7§ aa ~ 4 7 EOE per, LED Abe ROR ah ae Ae. “ Lae THE MOATED GRANGE.—The PPS Sey PERS Bs +7 = ye ees AS ah areal The Aeroplane _ May 28, 1930 } i f. i. =. ¢ NOT QUITE IN HER ELEMENT.—The Supermarine S.6, winner of the Schneider Trophy, 1929, being transported to Antwerp for Exhibition, which actually won the Schneider Trophy, and the Napier engine which won it in 1927. By way of showing British workmanship in the air-cooled field a great Armstrong Siddeley 14-cylinder 800 h.p. Leopard stands next in line. It is not dressed for show, and there is a thrill in its massive ruggedness and the fine workmanship which examination reveals. A polished Cirrus III represents the smaller fry. Models of the fuselage of the Handley Page 40, the pas- senger quarters of, the R.101, the top of the mooring tower and attached nose of the airship with passenger gangway, - and of the R.101 itself, are placed at one end of the hall, and at the other appears the Coupe Schneider itself and a large plaque recounting the World’s Records in aviation -. which are now in British hands. A large map illustrates ~~ os > " yo > ee AS : a a ~ ae ‘y RR > ANd € SAY No NM Ag. bcm SS PONS 4 British Pavilion, complete with moat, at the Antwerp Exhibition,

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May 28, 1930 ae The Aeroplane ery ws » N oo WwoRLDS : PECORDS | _ OF THE ARMSTRONG SIDDELEY GENET AEA Light ‘Aeroplanes, 3rd category, single seaters, weight 200-350 kgs. (440-770 Ibs.), distance in a straight line, July 17th, 1929; D. S. Zimmerly, Barling, U.S. A., N.B. 3. 80-88 h.p. Genet, 2,500 kms. (1,558, miles). , T RECORD Light Aircraft. Srd category (single seaters weighing less than 350 kgs.), Altitude (France). ‘Albert monoplane fitted with 80-88 h.p. Genet engine at Le Bourget, February lith. 1930, 7,730 metres. The 80-88 H.P. 5-GYLINDER GENET is the lightest light aeroplane engine in its class. ' There is no more robust, economical and reliable light engine in the world. alls FLOWN AND KNOWN 5 ALL OVER THE WORLD ARMSTRONG SIDDELEY MOTORS LIMITE, Coventry, England aud 10, Old Bond Street, London, W. 1. e 4 * ARMSTRONG S I DDIELIE GENET ENGIN Best for Light Aircraft KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ¢

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— ; = —— : vigtized by GOOQLE _—

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ki way 28, 1930 = * ' The Aeroplane COO eb This English heroine. of the air, the only girl to hold an Air Ministry Ground Engineer’ s. Certificate, chose Wakefield ‘CASTROL XXL for her daring flight across deserts, jungles and miles of open sea. cy using... APPOINTMENT ro ws. MAJESTY THE xing AUST RALIA »20 DAYS Miss AMY JOHNSON’S AMAZING SOLO FLIGH in a D. H. GIPSY MOTH ‘WAKEFIELD TRO (Standard, except for extra tankage) The Product of an n ALL-BRITISH Firm, recommended by the De Havilland. Aircraft Co. Ltd. CC! WAKEFI ELD. & CO. LTD., Wakefield House, Cheapside. London, E.C.2 1017 . KINDLY, MENTION “THE AEROPLANE” WHEN: CORRESPONDING WITH ADVERTISERS. e

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1018 The Aeroplane May 28, 1930 Antwerp run, and we elected to return on it. By this means we saw the Exhibition from the air three times,—which is another story. M. Jude set out successfully from the aerodrome at Deurne with us, and we admired the exhibition before settling down really comfortably for the journey. Those Fokkers are very comfortable. and four out of the eight chairs have high backs. We were admiring the interested school children in a playground and had, in fact, just waved back at them when the engines ceased their clamour and we began to glide. There was no vestige of a landing in sight, so our interest was reaching a high pitch when they started up again and the plane swung into a turn which continued for 180 degrees. Seeing an anxiously inquisitive face at the window behind him, M. Jude smiled and stuck up three fingers, wiggled the middle one and folded it down,—a most graphic indica- tion of the failure of the nose engine. One then noticed that the middle throttle was right back. The outboard engines were still going strong, however, and the machine climbed to 400 metres on the return trip. Arrived at Antwerp once again, we learned that one of the cylinders had blown off a piece of exhaust pipe, and although this is not dangerous the pilot had throttled all three until he found which was at fault and then continued on the other two. Less than an hour later a similar machine arrived from Brussels and we saw the Exhibition for the third time. Belgium is not properly designed for forced landings, we decided meditatively while flying low over tiny fields, each one with its fringe of trees. Fortunately the revolution counters never wavered. Over England an hour later we blessed the custom of primogeniture, whereby the estate goes undivided to the eldest and condemns the younger sons to manage colonies or businesses. It is hard on the outcasts, but at least the land retains spacious fields, bor- dered by hedgerows, not trees, and of a green unspeakably beautiful on a sunny Spring evening. A FEMININE VIEW. By JOAN BRADBROOKE,. Flying from London to Antwerp by Sabena is a delightful experience, at least, I found it so, when, on going over to the International Exhibition at Antwerp last Tuesday, I de- cided to take advantage of Sabena’s direct London to Ant- werp service, leaving London at 9.20 in the morning. The plane, a tri-motored Fokker, was extremely comfort- able, with six chairs, upholstered in leather, four facing frontwards and two backwards, with room for two more to be put in at the back. The temperature of the cabin can be regulated. The door into the pilot’s cockpit is closed in, except for a pane of glass at the top which enables the curious to see what the pilot is doing. Before taking off, passengers are furnished with Wrigley’s chewing gum and cotton wool—the gum to be chewed to prevent air sickness, the wool to shut out the roar of the engines from one’s ears, aS some people have found that they are deafened by the roar. Personally, I dispensed with both, having a horror of chewing gum and no intention of being air-sick. Also, to me, there is something rather sweet in the roar of those three engines, doing about 1,600 revs. each—I know because the rev. indicator is so placed on the two side engines that one can see them from the cabin. In the cabin they also provide an altimeter and a clock, for the passengers. Precisely at 9.20 we took off from Croydon. Visibility was not any too good. The clouds were fairly low and it was quite misty. I had a map of sorts and was able to follow our route as far as Dunkerque, on the coast of France. In a surprisingly short time we had passed over Biggin Hill, two or three railroads, Hawkinge Aerodrome, and there we were over Dover. I have driven through quite a lot of the English country but have quite decided that it is oniy by flying over it that one really appreciates it. It is so very green and rolling—the downs and the little villages with here and there an ugly red brick modern one. Before I realised it we were out over the Channel, andi all I could see of Dover, which was fast disappearing in the mist, was the white cliffs. Over the Channel visibility was decidedly poor. I could see the sea directly below me but apart from that nothing except a few ships crawling along. I think what impressed me most was the height at which we flew—it was so low. It was my first experience of flying with three engines. Always before there has only been one and we have always been up at least two or three thousand feet for safety. Apparently with three engines this is not necessary, because on looking at the altimeter I discovered it only registered two—what—I realised it cou!d not be two hundred feet because I knew we were not as low as that and then I realised—metres, being a French plane—or rather, Belgian. re All the way across the Channel and Belgium we flew be- tween 100 and 200 metres up. Personally I prefer it to being higher. There is much more fun in being so low down, although rather unfair to the people on the ground. We can see sO mucn more of their nouses and lands than from the road or from a greater height. Out of the mist appeared Calais and from there we flew for miles right along the coast—looking down on the sand from my side, and on the other into the sea. I was the only passenger that morning so was at liberty to wander from one side to the other. Once the pilot turned round and motioned downwards and then made movements with his arms as of a person swimming. All this of course through the glass in the door, which, according to regulations, is kept closed. I looked down and there were people swim- ming, although it did not appeal to me as an ideal day for it. Finally we turned in off the coast and headed inland. What struck me most when flying over Belgium was the difference in the country itself from England, and the animals. The fields were so much smaller and so uniform in size, the roads so straight and so few trees—the only ones I could see were the Lombardy poplars along the roads; also the country was so very flat. As for the animals, they were too ridiculous. Cows standa- ing peacefully in fields would suddenly raise their heads and career wildly round the field. Quite different from the English cows who were simply not interested in us, no matter how much noise we made nor how low we flew. I divided my time between the country and getting un and peering into the pilot’s cockpit. He had many instruments that I couldn’t make head nor tail of, although I did dis- cover the three controls for his engines, also his wireless which he was using every once in a while—keeving in touch with the Control-Tower. Also, by dint of craning my neck I discovered his air-sveed indicator. Here again I had to realise that it was kilometres instead of miles. I worked this out because I knew that the cruising speed of a Fokker is about 90 miles, and his indicator showed between 120 and 140 all the way. Therefore kilometres, as it simvly couldn't be miles. The vilot seeing me veering in smiled and held un his map to show me where we were, then, as we ran into rain and very low clouds, turned back to his controls again, and I re- tired to my seat, where in between breaks in the clouds I caught sight of windmills and canals and peasants waving frantically, and those silly cows. Just before we reached Antwerp it cleared again. My map did not go as far as Antwerp, so I was hopelessly lost but the pilot turned round and pointed down again, and on looking down I discovered we were passing over a large city and rapidly losing what little height we had. We made 2a perfect landing on a not too good field and exactly 2 hours and 10 minutes after we left London we were in Antwerp and I was attempting in terrible French to make people understand that I had nothing to declare. Certainly, though, it was by far the most pleasant trip of any kind J have ever made. So comfortable, such a steady machine, and, although the roar of the engines can be heard, I had my windows oven, and on arriving my ears were verfectly all right. Also, although it has been sug- gested that in vassenger machines the pvilot’s cocknit should be completelv shut off so that vassengers can not see what he is doing, I hove they leave it the wav it is. It’s so much more interesting. THE KING’S CUP AIR RACE. Intending competitors are reminded that entries for the King’s Cup Air Race close on Friday, June 6. Late entries will be received up till noon, Friday, June 13, at a fee of £10. Competitors will helo the Royal Aero Club very much if they will send in their entries at the earliest possible date. The Committee of the Royal Aero Club has approved the following additional prizes for the King’s Cup Race: A Cup presented by the Evening Worid Newcastle-on-Tyne and cash prizes of £60, £30 and £10 to the three competitors who make the best handicap time between London and New- castle-on-Tyne. A Challenge Cun presented by Mr. J. D. Siddeley and a cash prize of £50 presented by Mr. M. H. Volk. Oven to Light Aeroplane Clubs only. BUSINESS ENTERPRISE. On May 26, about 18.30 hrs., Mr. Wood, the London Man- ager of A. V. Roe and Co. Ltd., was called upon the telephone by the firm’s agent in Brisbane, Queensland. This must be the first use of the new beam-radio system in the Aircraft Industry. Mr. Wood says that the transmission was quite as good as that of the ordinary call between London and Manchester. Apparently the Brisbane agent must have been telephoning at about 02.00 hrs. next day. But this adds a new terror to life. Our manufacturers in all trades will be liable to interruption at all hours. And there will never be a repetition of the historic case of the agent from Australia who, on arriving in England, said that he had come to get an answer to his cablegrams. | |

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(“‘Aeroplane" Photo. “The finest example of steel construction the aeronautical world can show to-day.” — ‘The BULLDOG | “ALL-STEEL, SINGLE-SEATER FIGHTER Designed and Mantufuctured by T HE BRIS TOL AEROPLAN E CO. %. 4 LT D'., | FILTON BRISTOL. Telegrams: Aviation, Bristol. , Telephone: 3906 Bristol. KINDLY MENTION. “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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{ | 1020 The Aeroplane May 28, 1930 | A ROYAL OPINION. In his opening speech at the Twelfth Congress of the Federation of Chambers of Commerce of the British Empire at the Guildhall on May 26, H.R.H. The Prince of Wales made the following reference to aviation. According to The Times he said :— I have been looking through the agenda of the conference, and I find that among the very interesting resolutions to be considered (many of which may result in no final agreement, but which will at any rate provide interesting food for thought pending the next congress) there is one topic which makes a peculiar appeal to me. This relates to communication by air. Aircraft does much to make the whole world kin and to lead to that community of thought among nations which is the best augury for the future peace and— with peace—confidence and prosperity of the world. As you are aware, I have in my time done a certain amount of flying, and I hope to do a considerable amount more. While in Africa I have experienced to the full the boon flying can be in Saving time and in shortening distances. We have all during the last few days been watching with the greatest interest a plucky single- handed attempt to shorten the distance between England and Australia, and I am sure that you will all join with me in congratu- lating Miss Johnson on her remarkable achievement. THE PREMIER GOES BY AIR. Mr. MacDonald and Miss Ishbel MacDonald flew from London to Edinburgh on May 23. They left Croydon at 10.00 hrs. in an Imperial Airways Argosy (three Jaguars) with ten other passengers. The route was by way of Man- chester, where the aeroplane landed on the municipal aero- drome, and a civic reception was given to the Prime Minis- ter. Turnhouse Aerodrome was reached at 15.30 hrs. THE WILBUR WRIGHT MEMORIAL LECTURE. On Friday, May 30, at 18.30 hrs., the Eighteenth Wilbur Wright Memorial Lecture will be delivered by Mr. H. R. Ricardo at 18, John Street, Adelphi, W.C.2. The subject of the lecture will be the Development and Progress of the Aero Engine. Visitors will be welcome. THE “GRAF ZEPPELIN” CROSSES THE LINE On the evening of May 22 the Graf Zeppelin reached Per- nambuco, having left Seville on May 20 in the early morn- ing. This is the first time an airship has flown the South Atlantic, and the first time, in spite of her many voyagings, and her trip round the world, that this ship has crossed the Line. Many newspapers have stated in error that the Graf Zeppelin is the first airship to cross the line. As a matter of fact a Zeppelin which started from Bulgaria in March, 1918, with stores for General von Lettow-Vorbeck in German East Africa, crossed the Equator and returned safely, though unhappily without reaching its objective, as the captain was informed by radio that the German forces had already surrendered. The Graf Zeppelin also acted for the first time as the sea-link in the Luft Hansa and Kondor chain of air routes from Berlin to Buenos Ayres and other South American cities. The German mail was flown to Seville and put aboard the airship there. The ship followed all the usual stepping stones across the ocean, the Canaries, the Cape Verde Islands, where a bag of mail was dropped by parachute over Praia, St. Paul's Rocks—where some day somebody will build a seaplane station —and Fernando Noronha. The Graf Zeppelin is insured on a value of £160,000, one quarter of which is uninsured (that is to say, the owners run the risk). The other three-quarters of the risk is covered in equal parts on the Continent and in London, where both Lloyd’s underwriters and the insurance com- panies have underwritten the risk. There is also a policy in existence under which the pas- Sengers can obtain cover against death and personal injury under the “travel ticket’ system already in use for railway and steamer journeys. This is a comparatively new type of risk for the insurance market, and the premiums charged are necessarily high. For instance a passenger on R.100, who has been insured for the duration of the Atlantic trip, has had to pay a premium of £2 per £100. On May 23 a mishap to the refuelling equipment, when a valve was damaged and a labourer slightly injured, delayed the start of the Graf Zeppelin from Pernambuco. She finally left at midnight and landed at Rio de Janeiro in the early morning of May 25. She had arrived over Rio shortly after midnight and hung over the town until dawn. A strong headwind had reduced the average speed of the ship over the ground from Pernambuco to Rio to less than 43 m.p.h. Presumably this late arrival was the reason for the very brief visit of the airship, which, after a stay of less than two hours, left again for Pernambuco, which was _Yreached in time for breakfast on May 26. THE TRIALS OF R.100. On May 21 R.100 once again was unkenneled and hung by her nose to the mooring mast at Cardington. In the evening at 19.00 hours she was loosed and flew southwards to London where she bobbed a curtsey to their Majesties the King and Queen who were going to the opera. Some con- trovert this story and say that the R.100 was saluting its own spiritual pastors at the Air Ministry. Anyway, speaking for oneself as a dweller in the Metro- polis, a sudden noise of many hundreds of horses all thresh- ing the air impelled one to the roof and there forced one to confess that as a spectacle airships are well worth a million,—of someone else’s money. The evening was perfect, so was the visibility, and R.100 glinting gold in a blue and pink sky made a marvellous picture. The airship returned to the mast at 16.00 hrs. on May 22 after she had been away for 21 hours. In spite of her good be haviour,in spite of the fact that she cruised at over 62 mph, that she flew at 70 m.p.h. for three hours and even flew for 10 minutes at 80 m.ph., in spite of her wireless working perfectly or nearly so, yet she came home with her tail between her non-existent legs. Airships have to have a perfect streamline shape, but as the gas is contained in balloons of a kind, there can ob- viously be no serious purpose in the pointed tail, not even a sting. The tail therefore is a fairing and so light that one understands that the R.100, shying at some sight which . shocked her in the early hours, stepped back onto a cloud and bent her own tail. The trip across the Atlantic has been postponed in de- ference to the request of the Canadian Government, whose Ministry of National Defence has asked that the arrival of R.100 at Montreal should not occur till after the rising of the Dominion Parliament at the end of May. The idea is that this will enable Ministers and other members to be free to greet the R.100. ON THE CRUISE. Those who were fortunate enough to travel in the Airship R.100 during her voyage on May 21 and 22 had an excellent trip. They left Cardington at 19.00 hours and headed for London at 1,500 feet. The weather was brilliant. Near London the airship was picked uv by several Moths, one of which, a yellow one, presumably of the London Aero Club, proceeded to play about and do half rolls a couple of hundred feet away from the ship, which led one of the passengers to discourse on the need for aerial police and the question of flying to the common danger. Circling round London the passengers could watch the obvious delight of the large crowds, watching “ why their income tax etc.” The North side of the River was very clear but smoke hung over the South side. After leaving London the ship headed out to sea and circled round Southend where, from the air, the illumina- tions of the pier and Westcliff parade were very effective. Shamrock V and other yachts and a destroyer were lying off the pier at Southend, and the destroyer turned on her searchlights. R.100 then headed out to sea and spent the night doing various tests with Wireless Telegraphy and Radio Tele- phony. The next morning she crossed the coast at 07.20 hours near Southwold at 2,000 feet and headed for Hull. There were thick clouds everywhere and only occasional glimpses of land could be seen. The first landmark sighted was Sherburn-in-Elmet and just before 11.30 hours Leeds and Bradford came into sight. A course was set for Man- chester which, thick and dirty with grime, was reached at midday. From Manchester the ship went to Liverpool and thence to the Cheshire side and over Stoke-on-Trent. ‘The course home was over Burton and Leicester and Wellingborough. Conditions on board are described as having been excel- lent and several of the passengers admit that they are now converted to the airship as a de luxe method of travel. During this cruise R.100 was commanded by Soa. Lar. R. S. Booth, A.F.C. Other Officers on board were Sq. Ldr. E. L. Johnston, O.B.E., A.F.C., R.A.F.O., Capt. G. F. Meager, Lieut.-Comdr. W. H. Watt, R.N.R. (retired), and Fig. Off. M. H. Steff. The passengers on board included Sir Denis- toun Burney and several of the heads of the design and constructional staff of the R.100, Mr. Montague (Under Secretary of State for Air), Sir Harry Brittain, Grp. Capt. A. V. Bettington, C.M.G. (Officer Commanding the Home Aircraft Depot, Henlow), Sq. Ldr. H. K. Thorold, DSC, D.F.C., A.F.C., (Directorate of Staff Duties Air Ministry), Sq. Ldr. M. L. Taylor, A.F.C. (School of Photography, R.A.F.), and a number of the technical personnel from the Air Ministry and the Royal Aircraft Establishment. THE AIRSHIP PROGRAMME. In the House of Commons on May 21 in reply to a quesuon by Lt.-Cmdr. Kenworthy, the Under-Secretary of State for Air said that no decision had been or would be taken in regard to future airship construction policy pending further progress with the programme of experimental flights to be made by the R.100 and R.101. He could not see that he was called upon either to confirm or to deny newspaper reports. Probably the basis of the report which appeared in The Daily Herald that a great airship was to be built was that the Airship Guarantee Company had been given a designing contract by the Air Ministry to keep their technical staff in being, in the event of new construction being approved. |

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‘May 28, 1930 The Aeroplane , ~ , : . ‘ i . , : E e etees , Coe cetera secneuceoreoee Heer vee eeeremne resect eet toreeenae OOOO OUI ier it ht Cnr Pra, Pee rere cere corer neterroererersterobtrne Sa ee acco oaccoensseeroeese . Te eeewenveene wenene . . * e on her great flight | | | to Australia in a GIPSY ENGINED . . 7 ” 4 ery) so teeoees e nasa eesee ' tevesees ' Wee wseane Usevererce . rat 0.0-050-8 6 © ‘ oveeueenve nee tS eee, OOOO) orem ean err verenee {q Pe ewsveses 4 Oosevenecs Cneevrerae 0 ‘ * weve vene aaa nee veveeees BOO eeeee ee bs eheee ’ e

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102% The Aeroplane , paStets oF & vay maet & Oy Foal sf ERAS ie . Seeker NEMS Ere fogs 2 wt v ~ >, ey ." AO egies ? na, 4 ry = a . ‘ \ ah gf } fs = wet. “ e Woo, Sy *y . Se ie We a e 5 gn a) “ - é | sae is. ao? ‘ « ‘2 . es . ae . wo e . ins ' . .. “Bee. ‘ . 4. ° wv. Ld 7 y e ® e .* " x . ® % ° se a ew . . "ha by Lm ~ ‘ ‘ : e 5° agen’ : eee ee. ee . = . . a us; sah. . . e e =. t3 e Pay e ofve* & . o Phe yee . . ° ie ‘4 ‘ °° of eevee ese, oe? te oe ~ ane . e . «¢¢ aa Sues aa ars eee - ~~ % . oe, % 4 Boe A o° eet te “3.5 we. e. ‘ e . . hd | >. Sn SrA 9 a en ee a ae ee 1 RUE DE TILSITT: PAR| , SOCIEIE GENERALE AERONAUTIQUE unites seven of the most important French aircraft factories, and produces all types of aircraft and seaplanes, both commer- cial and military; all types of air-cooled and water- cooled motors, ranging from 60 to 800 h.p. C.A.M.S. The most important firm mann- facturing seaplanes in Franee, HANRIOT. School, advanced training and patrol aeroplanes. LORRAINE. All types of engines between 60 and 800 h.p. NIEUPORT. lighting aircraft and transport aircraft. AMIOT-S.E.C.M. All-metal long-range bombing planes. LATHAM. Commercial & military seaplanes, Flying Schools. At Bourges & Chalon-sur-Sa6dne. CAMS - HANRIOT - LORRAINE * NIEUPORT: SECM SOCIETE GENERALE AERONAUT IQUE Pao Pee ee a” 2" “er me 4 bo 8 fer ss de wets Sun ate 6? eo? hd a ae hd eet Set Be, C.A.F. 7.R. pu FiguIER. a i KINDLY MENTION “THE. AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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4 ‘May 28, 1930 THE ROYAL The London Gazette. Air Ministry, May 20. Roya Arr FORCE. GENERAL DUTIES BRANCH.—The following are granted temp. comns. as Fig. Offs. on attachment for duty with the R.A.F. (May 11):— Lizouts., R.N.—Cecil Kenneth Ashwanden; James Arthur Laurence Drummond. Sus-LIEuTs., R.N.—Gerald Donald Anderson; Thomas Walter Towns- end Blackwell; John de Filek Jago; George Bodley Kingdon; Wilfrid Henry Gerald Saunt; William Gerald Williams. LIeEUT.. R.M.—Nigel Robert Mackie Skene. The following Pit. Offs. on probation are confirmed in rank (Apr. 28):—Derek Richard Charles Barrois de Sarigny; Charles Milsom Rees. The following Pit. Offs. are promoted to the rank of Fig. Off.:— Wilfrid Sydney Charles Adams (Feb. 24); Francis Joseph St. George Braithewaite, and Robert Harston (Mar. 7); Harold Basset Collins, and Geoffrey Cuyler Holland (Mar. 28); Denis Hensley Fulton Barnett (Apr. 5); Frank Read (Apr. 8); Charles Richard John Hawkins, Michael Thomas Mary Hyland, and Brian Arthur Oakley (Apr. 12): Edward Gerard Granville, and Gershom Frederic Parkington O’Farrell (May 2). Group Capt. Sacheverell Arthur Hebden, O.B.E., retired list (May 17). RESERVE OF AIR FORCE OFFICERS. GENERAL DutTYIeES BRANCH.—The following are granted comns. in Class A.A. (ii) as Plt. Offs. on probation :—Alan Moncrieff Maclachlan (May 5); Richard Whitelegge O’Sullivan (May 5). Plt. Off. James Paton is promoted to the rank of Fig. Off. (May 13). Fig. Off. Charles Pakenham Vines is transferred from Class A. to Class C. (Apr. 4).. (Substituted for the notification in the Gazette of Apr. 15.) The following Fig. Offs. are transferred from Class B.B. to Class C.:—Alexander. Robert John Savage (Mar.. 24); Gerard Bowes King- ston James (May 2). Fig. Off. William Newton Lancaster relinquishes his comn. on completion of service (Apr. 30). Fit. Lt. Charles Fenn relinquishes his comn. on completion of ser- vice, and is permitted to retain his rank (Apr. 28). Fig. Off. James Edward Doran-Webb relinquishes his comn. on account: of HEnealth and is permitted to retain his rank (May 21). MepiIcaL BRANCH.—Flg. Off. Frank George Mogg is granted a. comn. in the Special Reserve on resignation of his comn. in Class D.D. (Mar. 4). Fit. Lt. James Burgess Woodrow relinquishes his comn. on com- pletion of service (Apr. 24). — AUXILIARY AIR FORCE. GENERAL DvuTIES BRANCH.—NoO. 604 (COUNTY oF MIDDLESEX) (BOMBER) SquapRon.—Lt.-Col. Alan Sidney Whitehorn Dore, D.S.O., to be Sq. Ldr. (Hon. Wing Cdr.) and to command the Sqdn. (Mar. 19). The. following to be Plt. Off.:—Abraham Eyre Chatterton (Mar. 19). No. 605 (CouNTY OF WarWICK) (BOMBER) SQUADRON.—PIlt. Off. Sydney John Huins relinquishes his comn. on account of ill-health and is permitted to retain his rank (Apr. 24). (Substituted for the noti- fication in the Gazette of May 6.) Appointments. is placed on the Week ending May 26. GENERAL DUTIES BRANCH.—Squadron Leaders H. A. Whistler, D.S.O., D.F.C., to C.F.S.,- Wittering, 12/5. W. B. Everton, to R.A.F. M.T. Depot, Shrewsbury, 7/5. E. J. D. Routh. to No. 29 Sqdn., North Weald, 2/5. V. R. Gibbs, D.S.C., to H.Q., R.A.P., Transjordan and Palestine, 15/4. Flight Lieutenants C, A. B. B. Wilcock, A.F.C., to H.Q., ‘Iraq Com- mand, instead of to Armoured Car Wing as previously notifled, 29/3. G. V. Howard, D.F.C.; to No. 4 F.T.S., Egypt, 1/5. E. D. M. Hopkins, to A. and G. School, Eastchurch, 17/4. A. J. Holmes, to R.A. ot Depot, Uxbridge, 17/4. Flying Officers M. J. Du Cray, to Aircraft. Depot, Hinaidi, instead of to No. 84 Sqdn., as previously notified, 29/3. C. P. Ashton-Jinks, to H.A.D., Henlow, 17/4. B. G. Farrow, to Aircraft Depot, India, 19/4. I. B. Beesley, to C.F.S., Wittering, 20/5. H. J. A. Williams, to No. 31 Sqdn., India, 10/4. R. J. Legg, to No. 604 Sqdn., Hendon, 19/5. D. T. Saville, to No. 207 Sqdn., Bircham Newton, 19/5. S. L. Blunt, The Aeroplane 1023 AIR FORCE. to R.A.F. Depot, Uxbridge, 12/4. F. Read, to No. 25 Sqdn., Hawkinge, 13/5. Pilot Officers F. A. McNeill, to No. 30 Sqdn., ‘Iraq, instead of to No. 55 Sqdn., as previously notified, 29/3. R. P. Cauthery, to No. 27 Sqdn., India, 9/4. H. M. B. Collins, to No. 60 Sqdn., India, 9/4. C. E. Hartley, to Aircraft Depot, India, 9/4. C. S. Millar, to No. 11 Sqdn., India, 9/4. H. B. Robertson, to No. 70 Sqdn., ‘Iraq, 10/4. STorEs BRANCH.—Flying Officers J. E. Welman,. to H.A.D., Henlow, 25/4. A. A. Quayle, to Aircraft Depot, India, 16/4. The Prince of Wales. On May 21 H.R.H. the Prince of Wales flew from Hendon to Cardiff, to appear at a public function, in a Service West- land Wapiti piloted by Sq. Ldr. D. S. Don, M.V.O. The journey took: just over an hour and the machine alighted on the new Cardiff Municipal Aerodrome. The return journey between Cardiff and the landing ground in Windsor Great Park took one hour. R.A.F. Action on the North-West Frontier. The Secretary of State for India in the course of a state- ment in the House of Commons on May 14 said that in the Peshawar District on the borders of the Mohmand country, after the air action taken on May 11 against the Haji of Turangzai, the inhabitants of certain villages in British terri- tory which had been in communication with the Haji had been disarmed by frontier constabulary supported by troops. Several leaders had been arrested. The lashKar collected by the Haji’s son had been attacked by the Royal Air Force again on the 12th. In Northern Waziristan on May 11 a Waziri lashkar some 400 strong had attacked the Tochi Scout Post at Datta Khel. One scout sevoy had been killed. The Royal Air Force had attacked this lashkar, but desultory firing on the Post had continued during the night of the 11th. On the 12th the lashkar had been reported to be dispers- ing, and no further action had taken place. On the night of the 12th however Datta Khel Post had again been attacked. and air action had again been necessary on May 13. A Reuter message from Peshawar on May 20 states :— Badshah Gul, son of the Haji of Turangzai, has been wounded as the result of bombing, and tt is reported that ne pee been removed from the Border. The Times corresoondent in Lahore in a- nicesaee dated May 22 states :— Details are now available of how Flying-Officer Stroud and Aircraft- "man Wiltshire were killed in the Khyber Pass on Saturday. Flying-Officer Stroud had been bombing hostile tribesmen and “came down to 600 feet, so that Aircraftman Wiltshire, his observer, might use the machine-gun.. While flying at this height, Flying- Officer. Stroud was hit by a bullet from the ground which lodged: in his neck. He signalled to Wiltshire to take control and. then died. Wiltshire, who’ had had no experience of flying, fitted in a spare _lever in the control-column inthe back seat, turned the machine, and made for the emergency landing-ground, 45 miles away. He succeeded in ‘reaching his objective, but, from lack of experience, landed too fast and crashed. He, died in hospital the same night. Wiltshire could have jumped with a parachute, but, no doubt ’ thinking that the pilot was still alive, chose the hazardous course of returning to the aerodrome.. Air -Operations in Transjordan. News has just been received that a recrudescence of trans- frontier raiding between Transjordan and Nejd tribes occurred during March. With the object of arresting the offenders and putting a stop to further raids, a force consisting of two troops of Transjordan Frontier Force in motor transport, six acre of No. 14 (Bomber) Squadron, FLEET CO-OPERATION.—A flight of ‘Blackburn Darts ae Lion) ay hal nina Bombers) and a Flight of Fairey. III. Fs (Napier Lion) | Pray Tesi mer ama

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May 28, 1930 The Aeroplane 1025 Miss Amy J 147 A © etc ats 4:6° oe” poe a eM, asttes . ~b" > todat ern, eos rake: “2 e. : recy: s * fa . = 7. re ‘ a remarkable — ohnson's LONE FLIGHT Following the Duchess of Bedford’s record flight to Capetown and back, Miss Amy Johnson, the 26-year-old lady pilot, has flown her Gypsy Moth single-handed from Croydon to Australia in 20 days. During her journey Miss Johnson beat the existing record for a solo flight to India by reach- ing that country in.6 days. Miss Johnson chose “Summer Shell” petrol and her great achievement 1s still further ‘proof of Shell’s supremacy. TO AUSTRALIA SUMMER SHELL PETROL now on sale AT EVERY “SHELL” PUMP - KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ea sre 2 Dat r ~ = . in ag o%u* ®e Te te mes “, _* ‘went nd a ‘ ss BF RT a Reet) ee ore

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1026 The Aeroplane May 28, 1930 ITI.Ds appeared in “ V” formation from Calafrana and gave a demonstration of changing formation over the aerodrome before returning to their base. A correspondent in Malta says that their manceuvring was “ wonderful for such ‘ Post- Trafalgar’ air-taxis.” The next event was a display of Flight Aerobatics by three Fairey Flycatchers. They took off in flight formation and turned with a “Prince of Wales’ Feathers.” They then crossed the aerodrome in line abreast and turned again by half-rolling. This was followed by various Flight Aerobatics ‘including spirals, looping and rolling off the top of a loop in line astern. After this all the Units took off for Wing Formation Fly- ing, a display which was on the whole very good although one or two machines got a little out of position. After the tea interval two Flycatchers fought a Fairey III.F. One of the Flycatchers was soon brought down and disappeared behind the cliffs with the usual clouds of smoke. The other made determined efforts to demolish the III.F single-handed and performed every kind of manceuvre known to air fighting. During one of these spectacular turns the pilot, to the consternation of the spectators, fell out of the machine and in spite of the promot ovening of his parachute, bounced many feet into the air on hitting the ground. He turned out to be a relation of Major Sand- bags of Hendon fame. | A curious looking object like a black tank had appeared in the middle of the aerodrome during tea-time. This was next attacked by the Flycatcher Flight which dived on it from all angles dropping bombs. The first bomb was almost a direct hit and bomb after bomb svlashed around the tar- get. The attackers roared by at full throttle and disappeared -as suddenly as they had come. What was left of the tank was rescued by a pvarty of aircraftmen one of whom became entangled in something and fell into it. Fortunately his remarks were inaudible. The Set Piece represented an enemy oil refinery in Ruri- tania. First a Spotter flew round it and was fired at by the, Ruritanians with what appeared to be a high-elevation cannon. They were congratulated on their rapid fire. The Spotter, finding things too hot, called for help and was promptly answered by a Flight of Fighters which made a er ane attack which caused the Ruritanians to scatter -in panic. The Big Man of the oil wells got into his car and drove towards the enclosures, the Fighters in hot persuit. They missed the car and the svectators by what seemed to be a FLIGHT FORMATION.—A Flight of Blackburn Darts (Napier Lion) taking-off in formation at the R.A.F. Display at Malta. EL ENTE RT IN ~ BaicS WING DRILL.—Blackburn Darts and Fairey Fly- catchers in the Wing formation display et Malta. few feet and, according to our Malta correspondent, “ zoomed up at full bore emitting split-blue noises.’”’ Then the Black- burn Darts arrived and demolished the factories of Ruri- tania with their first volley of bombs. Although this ended the official vart of the programme, two of the Flycatchers had become well warmed to the occa- sion and proceeded to give a very lively display of flying in- cluding looping together, the strong wind allowing this to be done unusually low down. The mass of cars dispersed easily under the able and well-organised control of the R.A.F. versonnel. The whole Display was extremely well organised and went without a hitch. The massed bands of H.M.S. Royal Sovereign and H.M.S. Eagle vlayed during the afternoon. The R.A.F. Ensign Afloat. New regulations to be observed with regard to the fiying of the R.A.F. ensign by fiying-boats and R.A.F. marine craft are contained in a recent Air Ministry Order. King’s Regu- lations and Air Council Instructions will be amended as necessary in due course. The new Regulations read:— Flying-boats.—(i) The ensign will be flown in foreign waters only. (ii) The ensign will be flown only when the aircraft is at moorings. (iii) The 4 ft. by 12 ft. ensign will be used. (iv) The ensign will be flown from the most suitable position, according to each type of flying-boat. In the Southampton and Iris types the method by which the halyards for the ensign are secured from the trailing edge of the top centre sectton by means of a small pulley and a cleat or eye bolt in a rib of the bottom centre section (thus enabling the ensign to be hoisted or lowered quickly from the port after cockpit) is con- sidered the most suitable and convenient. R.A.F. marine craft.—The ensign (4 ft. by 2 ft.) will be flown (from an ensign staff in the stern) on the following occasions:—(i) When in foreign waters. (ii) In British waters:—(ia) when outside terri- torial waters (day only); (b) when proceeding on extended coastal! cruises, though not outside territorial waters (day only); (c) when H.M. ships are dressed (day only); (d) when going alongside ® foreign warship or aircraft (day and night); (e) when fying ia the bows one of the special flags referred to in Art. 112 of King’s Regulations and Admiralty Instructions. R.A.F. Staff College. The following officers passed the R.A.F. Staff College ex: amination which was held in March, 1930. Selection to at- tend the Staff College will be made from among these officers and from those who passed in 1929, but were not selected for the 1930 course :— Flight Lieutenants G. C. A. Armstrong, D. G. Banting, J. C. Barra- clough, G. W. Birkinshaw, H. G. Brookman, G. Coombe, R. Darvel, J. MacG. Fairweather, F. F. Garraway, H. N. Hampton, W. M. M Hurley, R. Ivelaw-Chapman, and A. H. Love. Squadron Leader P. E. Maitland. Flight Lieutenant P. L. Plant. Squadron Leader H. B. Russell. . Flight Lieutenants W. J. Seward, R. H. S. Spaight. C. H. Stilwell, A. E. Sutton-Jones, W. P. Theak, H. N. Thornton, G. H. Vasse, A. R. Wardle. j Squadron Leaders H. A. Whistler, H. E. Wigglesworth.

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1028 The Aeroplane May 28, 1930 The Armorial Bearings of the R.A.F. College, Cranwell. The Royal Air Force College, which was founded in 1920, has now followed the example of the other Naval and. Mili- tary Colleges throughout the Empire, and has adopted Armorial Bearings peculiar to the College and, with the assistance of the College of Heralds, heraldically correct. Hitherto the College has had to be satisfied with a symbol, a Garter and a Legend, which had no true heraldic character and was often assumed, wholly or in part, by other Units of the Service. | Before submitting any proposals to the College of Arms the Staff of the College decided to explore the ancient history of Cranwell. This exploration did not divulge any definite information about the meaning of Cranwell but the village appears as Cranewell in Domesday Book. A family named de Cranewell owned land there in the XIIth Century, pre- sumably taking its name from the place. Mention was found of this family, whose name is variously spelt, in the records of the XIIIth, and XIVth Centuries (Finales Concordiae) as follows:—1199 Humphrey de Cranewell; 1202 Robert de - Cranewel; 1223 Walter de Cranewell; 1247 Alan and William de Cranewell; 1250 Roger, son of Alan de Cranewel; 1263 Adam de Cranewel; 1271 William, son of Adam de Cranewel. Further references to the family were found in Feudal Aids which read as follows :— In 1303 William de Oranewel held land in Kirkby (Laythorpe) and Everdon (Evedon). Alan de Cranwel held half a knight’s fee of the Templars in Oranwell. In 1346 Adam de Cranewel had succeeded William de Cranewel at Kirkby and Evedon. In 1428 William de Cranewel held half a knight’s fee at Cranwell but there was no evi- dence of a Oranwell Coat of Arms. However about 1640, in the east window of the-chancel of Cranwell Church, Gervase Holles found gules, 3 bars argent, a label of 3 points azure. impaling gules, 3 cranes argent (Orane-well) and an _ inscription :—‘ Orate Specialiter pro animabus Willelmi Cranwell Armigeri et Margarete consortis sue,” from which it seemed fair deduction to assume that there was a Cranwell heiress at that day, who on marriage impaled her arms with those of her husband, and that the inscription referred to a Previous bearer of the Oranwell Arms in the male line. ; As there is no trace of the Cranwell Arms at Cranwell a to-day this disclosure by Holles is especially for- tunate. These records gave the inquirer a historical foundation which seemed at once plausible, in that this coat included three birds (and three birds notable for long-distance flights). These birds were originally, in heraldic parlance, “ Close,” which is to say with their wings at their sides, but it seemed fair to render them as “Volant” on the College Coat typi- fying the three Squadrons that may soon be formed at Cranwell. In choosing the colours of the Coat the true and original manner of heraldry was followed, and simple, suitable, and distinctive colours were chosen. The field and ground of the College Shield is azure, or heraldic blue, typifying the sky, the chief field of action of the R.AF. For heraldic reasons it was necessary that the field should be overlaid with some charge and most appropriately with a chevron. The Royal Status of the College made it necessary to find a vlace for the royal lions shown in red and gold. Therefore the three oe are divided by a chevron argent bearing three golden ons. Regarding the question of the legend and the crest, in early days the crest was worn on the helmet, though in Some bearings it is unexpectedly large; the coat was worn on the shield, the surcoat and the flag. The legend appears underneath the crest or the coat. The R.A.F. College had already possessed for some years the legend Superna Petimus, probably to be attributed to a former Chaplain, the Rev. B. W. Keymer. For the crest itself the figure of Daedalus seems approvriate, not merely - because, despite the exaggerations of the story, he was probably a historical figure who made the earliest recorded attempt at’ bird flight during the high days of the Cretan civilisation in 1200 3.c., but also because H.MS. Daedalus was the name which Cranwell bore when it was first opened by the Admiralty as a station of the Royal Naval Air Service during the War 1914-18. The crest is therefore Daedalus standing proper on a wreath of two colours. The helmet and mantling are formal completion of the Arms. a Warrant for the Arms from the College of Heralds reads :— To ALL AND SINGULAR to whom these Presents shall come Sir Henry Farnham Burke, Knight Commander of the Royal Victorian Order, Companion of the Most Honourable Order of the Bath, Garter Principal King of Arms, Arthur William Steuart Cochrane, Esquire, Member of the Royal Victorian Order, Clarenceaux King of Arms, and Gerald Woods Woolaston, Esquire, Member of the Royal Victorian Order, Norroy King of Arms, send greeting: 2 WuHereEAS Air Vice-Marshal Frederick Crosby Halahan, Companion of the Most Distinguished Order of Saint Michael and Saint George, Commander of the Most Excellent Order of the British Empire, Oompanion of the Distinguished Service Order, Member of the Fifth Class of the Royal Victorian Order, Commandant of the Royal Air Force College situate at Cranwell in the County of Lincoln hath represented unto The Most Noble Bernard Marmaduke, Duke of Norfolk, Earl Marshal and Hereditary Marshal of England, That by the Air Force Oonstitution Act of 1917 the Royal Air Force was con- atituted as a separate establishment with an Air Council and such . Air Force with a Commandant and a Staff ‘staff as they might require That on the Fifth day of February One thousand nine hundred and twenty the Royal Air Force College was created for the purpose of training its own Officers for the said Royal in charge of the saié College That a permanent site for the said College has now been purchased at Cranwell in the said County of Lincoln That the Com- mandant and Staff of the said College are desirous of having fit and’ proper Armourial Bearings granted and assigned to be borne ané used. for the said College he therefore as Commandant requested the favour of His Grace's Warrant for Our granting and assigning such’ Armourial Bearings as may be proper to be borne and used for the said Royal Air Force College on Seals, Shields, Banners or other- wise according to the Laws of Arms AND FORASMUCH as the saié Earl Marshal did by Warrant under his hand and Seal bearing date the Third day of December instant authorise and direct Us to grant and assign such Armourial Ensigns accordingly KNOW YE THERE- FORE that we the said Garter Clarenceaux and Norroy in pursuance of His Grace’s Warrant and by virtue of the Letters Patent of Our several Offices to each of Us _ respectively granted do by these Presents grant and assign the Arms following for the Royal Air Force College that is to say:—Azure on a Chevron between three Cranes volant Argent as many Torteaux each charged with a Lion’s face Or and for the Crest on a Wreath of the Colours A Figure representing Dedalus proper as the same are in the margin hereof more platnly depicted to be borne and used for ever hereafter for the said Royat Air Force College on Seals, Shields, Banners or otherwise according to the Laws of Arms IN WITNESS whereof We the said Garter Clarenceux and Norroy Kings of Arms have to these Presents sub- scribed Our names and affixed the Seals of Our several Offices this Nineteenth days of December in the Twentieth year of the Reign of Our Sovereign Lord George the Fifth by the Grace of God of Great Britain, Ireland and the British Dominions beyond the Seas King Defender of the Faith etc. and in the Year of Our Lord One thou- sand nine hundred and twenty-nine. Compressed-Air Flying. A pilot who has done much flying in the Middle East has been reminded by the publication of the photogravh of an Air Force machine on the landing ground at El Lisan, on the shores of the Dead Sea, of his personal experiences there. The density of the atmosphere over the Dead Sea, which is about 1,000 feet below sea level, had quite a curious effect on both aeroplanes and engines. In the first place the en- gine itself produced an extra 250 r.o.m. from nowhere in particular, probably because the extra atmospheric pressure acted as a mild supercharger. The stalling speed of the machine was reduced by quite ten miles an hour, because of the density of the air, and the top speed was increased by about the same amount, presumably because although the denser air would tend to slow the machine the supercharging of the engine and the extra r.p.m. gave the extra power needed. He says that the machine landed Hike a feather.

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May 28, 1930 The Aeroplane 1029 The suggestion had been made that the august department of the Air, Ministry commonly known as Works and Bricks might arrange to have supplies of Dead Sea atmosphere transported to all the Flying Training Schools, something on the lines. of- the Scottish motor-cyclist living in London who used to go down to Brighton on his motor-bicycle on Sundays, deflate the tyres while there, pump them up again with Brighton air and release it in the hall on his return home for the benefit of his family. Transfers to the Reserve. The following officers, serving on short service commis- sions, become due, on the dates stated, to transfer to the Reserve or (where indicated by a star) to relinquish their commissions on. the completion of their service on the active list of the R.A.F. :— Flight Lieutenants O. Walter (July 1), *R. E. B. Rose (July 9), °c. W. Croxford, D.S.O. (July 14), *P. I. V. Rippon (July 18), C. W. Coffey, L.R.O.P. and S. (Aug. 24), R. A. Seaton (Sept. 1), G.. T. O'Brien, L.R.O.P. and S. (Sept. 8), H. N. Hawker (Sept. 14), *G. N. Carroll (Sept. 15), P. S. Mumford (Sept. 19). , Flying Officer (Hon. Flight Lieutenant) *G. Anderson (July 14). Flying Officers J. W. Busteed, G. P.: Butcher, H. A. S. Byrne, H. V. Crowder, C. A. O. Patton, E. CO. L. Richardson, W. L. Robertson, W. J. M. Spaight, R. ©. Whitle (July 7); T. B. Fenwick (July 9); G. H. W. Selby-Lowndes (July 14); P. E. Grenfell, A. E. Hill, J. C. Lewis, A. W. Whitta, R. A. Wills, F. G. S. Wilson, J. N. Young (July 18); *K. C. Garvie (July 20); G. V. T. Thomson (July 27); A. P. Wayte (Aug. 5); L. F. Caunter, E. J. Fishenden, C. P. Marshall (Aug. 10); J. E. Welman (Aug. 14); L. O. Barling, A. M. N. David, T. O'N. East, H. A. Howes, W. F. Lovering, R. C. H. Monk, E. G. L. Russell, A. W. Shaw, E. A. Swiss, E. M. Thompson (Sept. 12); C. R. Mason (Sept. 14); *R. Mundy-Cox (Sept. 16); J. H. Leach, D. G. K. Walker (Sept. 21);°W. E. Barnes, J. F. Lawn, H. G. Loch, W. C. McNeil, L. H. Mason, R. T. Read, G. L. G. Richmond, L. G. Rumsey (Sept. 26); F. G. Downing, K. Garston-Jones, S. H. White, W. L. Whitlock (Sept. 28); F. F. Barrett, E. A. T. Murray (Sept. 30). ' Extension of Reserve Scrvice. | The service of the following officers of the Reserve has been extended for five years :— Crass A.—Flying Officers W. Armstrong, A.F.C., E. E. Fresson, R. H. Lemon. Crass C.—Flying Officers G. S. Brown, Savage, R. E. Steggall. CLass B.B.—Flying Officers H. M. Samuelson, E. M. Stewart. The service of the following officers has been extended for four years :— C. McL. Reid, A. R. J. Cirass A.—Flight Lieutenants M. D. Barber, J. H. Bentham, N. H: Jay. Flying Officers A. D. L. Carroll, H. L. Christie, C. R. Stewart, L Whitfield. The service of the following officer has been exvenaed for two years :— Oras3s A.—Flying Officer H. D. Morley. The service of the following officers has been: extended for --One year :— Ciass A.—Flight Lieutenant A. F. Marlowe. Greenberry. Ciass B.B.—Flying Officer A. Gillespie. The Employment of R.M. Officers. The attention of Commanding Officers is called in Ad- Flying Officer H. E. miralty Fleet Orders to the importance of taking advantage | of every opportunity of employing R.M. Officers attached to ‘the Fleet Air Arm on ordinary detachment duties in accord- _ ance with the conditions laid down in regulations. “NIL NOS TREMEFACIT” (the Motto of No. 55 (B - for some time to come. ) Squadron, Auxiliary Air Force Camps. The annual training camps of the Special Reserve and ‘Auxiliary Air Force will be held as follows :— AUXILIARY AIR FORCE. No. 600 (City of London) (Bomber) Squadron at Tangmere from Aug. 3 to 17%. No. 601 (County of London) (Bomber) Squadron at Lympne from Aug. 3 to 17. No. 602 (City of Glasgow) July 18 to Aug. 1. No. 603 (City of Edinburgh) (Bomber) Squadron at Manston from July 13 to 27. No. 605 (County of Warwick) (Bomber) Squadron at Manston from Aug. 3 to 17. (Bomber) Squadron at Leuchars from SPECIAL RESERVE. No. 501 (City of Bristol) (Bomber) Squadron at Filton from July 27 to Aug. 9. No. 502 (Ulster) (Bomber) Squadron at Aldergrove from July 13 to 26. No. 503 (County of Lincoln) (Bomber) Squadron at Tangmere from July 20 to Aug. 2. No. 504 (County of Nottingham) (Bomber) Squadron at Eastchurch from Aug. 3 to 16. The other three Squadrons of the Auxiliary Air Force, No. 604 (County of Middlesex), No: 607 (County of Durham), and No. 608 (North Riding), have been formed so recently that they are not yet ready for camp training. All the Units of the Auxiliary Air Force and Special Re- serve are administered by No. 1 Air Defence Groun which is commanded by Air Commodore W. F. MacNeece Foster, C.B.E., D.S.O., D.F.C., R.A.F. Athletics in ‘Iraq. The R.A.F. (‘Iraq) Athletic Championships were held on the Depot Sports Ground at Hinaidi on Mar. 28 and 29. The Individual Championships were held on the first day and the Team Championships on the second day. In the Individual Championships the outstanding results were the success of AC. Thomas (Air H.Q.) who won the 100 yards in 10-2/5 seconds, and the 220 yards in 24-3/5 seconds, and AC. Frazer (55 Sq.) who won the 880 yards in 2 min. 12-4/5 secs. AC. Bishon’s (30 Sq.) record of 5 ft. 7 in. in the high jump will probably remain unbeaten in ‘Iraq Unfortunately jumping began too low for him and he was tired out before his biggest effort was required. The old rivalry of the R.A.F. Championships at Uxbridge was revived in the Two Mile Walk between Sjt. Digby and AC. Rollinson. The latter after allowing his rival to take the lead, came through with a fine burst of speed and won as easily as he did in the Championships of 1927. No. 55 (Bomber) Squadron won the Cup with 39 points, No. 30 (Bomber) Squadron were second with 344 points, and No. 70 (Bomber) Squadron third with 21 points. The other scoring was “A” Squadron Air Depot 20, “D” Squadron 20, Armoured Car Wing 17, ‘‘B” Squadron Air Depot 144, “C” Squadron Air Depot 10, Air H.qQ. 7. No. 55 Squadron won the Long Jump, the Two Miles Relay, -the.360 yards Hurdles relay, and Putting the Shot. The prizes were distributed by Lady Brooke-Popham. ie i a . SES ore MS es 3 Ba ee ae AP ABNER S 2 IOAN Ake RS % s 7 2 x ‘ ¢ of SSN ner Fe OS > 4 i Re : ys 4, <2 as $ < x eS ¥ nig yy < ep Ye S ’ x # ROSE y: KS bm “sa y a 5 RS + which may be interpreted, “ You can’t put the wind up Fifty-Five”’).—No. 55 Squadron Athletic Team which won the Championship of the ‘Irag Com- mand. From left to right, back row: Hunt (Trainer), L-AC. Soper, L-AC. King, L-AC. Ryan, AC. Nicholas, L-AC. Cobbold, Cpl. L-AC. Martin, L-AC. Bicknell, Cpl. Trowbridge, Sjt. Edge, L-AC. Murray (Tug-of-War Team). Sitting: Sjt. Cox, L-AC. Glasscock, Sit. Osmond, L-AC. Richardson, L-AC. Cargill, Sit. Gordon, Plt. Off. Friday (Captain), Sjt. Gledhill, L-AC. Bazley, L-AC. Parker, L-AC. Morgan, L-AC. Cook, L-AC. Benwell. On _ tke ground: L-AC. Cooper, L-AC. Frazer with the mascot.

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1030 | The Aeroplane ee May 28, 1930 Separate and England to Aust Other by a man, alliec Opposite, representing mules completed in th distance flights alone, « not only “the best lig the vehicle of the age comfort. Ill fortune. and atro the lady pilot of her ch for travel between Ens favourable elements fy acteristics of the Gipsy ease of control, Blind pestuous gales, hour | single weak spot in ht fidence in her ability’. might encounter. The Daily Telegras| “An Airwoman’s Feat’ “Such a flight as . ' writes in very large Id the moral ‘that a treme, in aeroplanes and in ad bend cea aurea nd «- THE DE HAVILLAN — STAG LANE AERODROME ‘ KINDLY MENTION “THE AEROPLANE" @

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ics May 28, 1930 The Ae rop lane 1031 cessful flights from ya woman and the ten flights tabulated 00 less than 82,000 — tve months on long a np the Gipsy Moth 7 q Weert: it (im the; word” ‘Dut | FEBRUARY | “EAST AFRICA to ENGLAND: 7: ge vy rate REE MOTHS -avel with speed and _@ eer cae O He | gt ¢ THREE ): ; | ces MARCH | INDIA fe ENGLAND - 3 +t conditions robbed é me ching a new record ‘stralia; but the un- : i | ae . s enmaaetiey | MAY ....| ENGLAND INDIA’. . . bt storms and tem- : deere clled to discover a “to shake her con- iy conditions she CUSER: Orns / APRIL’... 2000 Ml ROUND NSA. BA cisa es oss asatben css cee Aa eens OUI ee eees MAY ....| INDIA fo ENGLAND yr’ oo Tath, in its leader — Of Miss Johnson - .9 one can misread, towards reliability has been made in he ” sIRCRAFT CO, LID, ee Sex out the World. se IDGWARE -* ENGLAND © : Fonpinc WITH ADVERTISERS. Noa.

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The Aeroplane Following the example set by such Pioneers as Sir ALAN COBHAM, K.B.E., A.F.C. §.-Leader BERT HINKLER, A.F.C. and Capt. BARNARD Miss AMY JOHNSON fitted the ‘“HUSUN” APERIODIC COMPASS as supplied to British Air Ministry, Colonial and Foreign Governments, Imperial Airways, Ltd., K.L.M. To the Leading Air Lines and Aircraft Manufacturers throughout the world. | Standardised on the Moth three and other light Aircraft. SMITH’S AIRCRAFT INSTRUMENTS branch of : S. Smith & Sons (Motor Accessories’, Ltd., AVIATION INSTRUMENT SPECIALISTS, SOLE EXPORT DISTRIBUTORS FOR K.L.G. SPARKING PLUGS. SOLE ‘GENTS FOR ‘‘HUSUN” APERIODIC COMPASSES AND NAVIGATION INSTRUMENTS. 185, GT. PORTLAND STREET, LONDON, W.1. Telephone: Welbeck 7916 (4 lines). Tel-srams: “ Airspeed, Wesdo, London.' KINDLY MENTION “THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS. MAy 28, 1930

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Supplement to THE AEROPLANE, May 28, 1930. SUPPLEMENT TO “ THE AEROPLANE” WHERE THE JUPITER ENGINE IS BUILT. On May 21, a hundred or more privileged persons were invited to inspect the works of the Bristol Aeroplane Com- pany Limited, at Filton, where the famous Mercury, Jupiter, and Lucifer engines are made. The occasion was not an anniversary of any kind. It was merely that an opportunity had arrived to show to those people who are chiefly re- sponsible for the progress of British Aviation, the progress which the Bristol Company have been making of late in the production of their engines. So the party included technical people from the Air Ministry, heads of aircraft firms, pro- ducers of raw material and parts, and representatives of the newspapers,—a gathering in which lions, lambs, and mere beasts of burden, so to speak, lay down, or at any rate ate, together in perfect amity. In the course of the past year, Mr. Roy Fedden, who is at once the originator, the designer, the ,production en- ‘gineer, and to.a very great extent, the chief salesman of the World-famous Jupiter engine, has been doing a large © amount of re-organisation in the Jupiter works. Machinery has been moved and re-bedded in positions which will help the production-line. Partitions between one’shop and an- other have been pulled down so as to give free movement of parts from one section of the factory to another. Stores have been centralised so that material is. handed out in various directions without the people who transport the material falling over one another in alley-ways and pas- sages. ot ae A number of new processes of manufacture, or refinement of methods, have been introduced also in the last twelve months. And the result is that the Jupiter is still nearer being a perfect engine than it was twelve months ago. Be it remembered, the Jupiter has now for ‘several years been the most popular engine in the World, in that it is manufactured in more different countries than is any other aero-engine. Actually the Jupiter is being made under licence in seventeen countries, and last year the output of Jupiter engines by these various countries was somewhere about 1,200. , When you, come to consider that the price of a Jupiter ‘engine is about £1,500, you see that the. value of these en- . .gines is close on two million: pounds. In fact; when you ‘take. into consideration. the parts which are: made for use as spares, and are not actually sold as complete engines, the-total output of Juviter- engines and parts must be:.con- _Siderably over two million pounds,—apart from the Titans which are becoming increasingly popular, and the new Mer- cury, which is likely to do big things in the near future. This must be admitted by anybody to be a very fine out- put for one solitary type of aeroplane engine. Probably few people outside those immediately concerned with avia- tion, or with the Flyirg Services of one nation or another, have any idea that such a vast sum of money could be spent in one year in time of peace on one solitary type of engine for aeroplanes. And even to those who are most intimately seme me me - er a concerned with flying the vastness of the sum will come as something of a surprise. Outwardly the chief difference between tne Jupiter works as they were last year and as they are this year is that a very fine canteen. has been built on the side of the road opposite to the factory. This contains-large mess-rooms for the operatives, and two commodious dining rooms, one for the junior staff and one for the. senior _ staff, and a smaller dining room for the Directors and guests. In this building there is also a big lecture room, where at proper times of the year lectures are given to the more serious-minded of the employees. Before the guests were taken round the works, they were entertained to lunch by the Directors of the Bristol Aero- plane Company Limited. The chair was taken by Mr. W. G. Verdon Smith, who is now Chairman of the Company in place of Mr. Samuel White who died last year. In conse- quence also of Mr. Samuel - White’s. death Lieut.-Colonel Sydney Smith has also become a Director. Mr. Verdon Smith and Col. Sydney Smith are nephews of the late Sir George White, who founded the Bristol Company in the year 1910. And they are cousins of Sir Stanley White, the son of Sir George White, who since his father’s death has been Managing Director of the firm. Also, Mr. Verdon Smith and Col. Smith are brothers of Sir Henry White-Smith, formerly of the Bristol Company, who was for so many years Chair- man of the Society of British Aircraft Constructors. | ; A Matter or History. For the ‘benefit ‘of those who have only recently come into aviation or into the Aircraft Industry one had ketter say here that the late Sir George White was one of the very greatest of the many great business men produced by Bristol. He made his own way in the world and at a com- paratively early age, at any rate by the time he was fifty, he was generally known as the “Tramway King” of the British Isles. Practically every electric tramway in these Islands. has had its history ‘influenced one way or another by Sig George White. : Thanks to him, Bristol, one of the most conservative cities ‘in the world, has had one of the first and finest electric tram- way systems, one of the finest. motor-taxi systems and one of the finest motor-bus systems in this or any other country. ‘-One gathers that all this public transport of Bristol has now been taken over by the Great Western Railway, and that is why Col. Sydney Smith, who until recently was the Man- ager of the Bristol Tramway concern is now returning to his earlier love, aviation. | When Sir George White with his immense foresight and business acumen saw what flying was going to be some day he formed the British and Colonial Aeroplane Company, Ltd. It was the first Limited Company formed with adequate capi- tal and a proper business organisation for the purvose of manufacturing and selling aircraft in this country. Sir RAS ~ ‘ ¥ : —s + 93 . 4 i 13 4 © : : Sere . ‘ q aie ~ re a ~ > to om Piel F oS . AT THE BRISTOL WORKS.—In the middle in a light suit is Sir Alliott Roe, with Sir Sefton Brancker on his right. Next, on the step above, is Mr. Roy Fedden, with Lt.-Col. Sydney Smith looking over his left shoulder. Mr. Verdon Smith (Chairman of the Bristol] Co.) is the second to the left of Sir. Alliott Roe. —(‘‘ Aeroplane ’’ photograph.)

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May 28, 1930 Aero n au ti cal E nN $1 neeri n ¢ (Supplement to THE AEROPLANE) 1035 | FIRTH VALVE STEELS FOR THE SCHNEIDER WINNER © EW more drastic tests of valve steel could be imagined than in the case of the Schneider Winner. The winning Rolls-Royce Engine was fitted with valves made from the very latest i. development in valve steels, namely Li i “ ; . we y rv (UY: : ; } “3 A: . i ‘ t toy e. ? ‘aan te be wer . + @ ' “oe ths ‘ ; * : ? s % re F : e ? ,. e : ¢ : fen . . 4 es" . Li hr ds » \ ' sa, . eit ; sof ’ ’ | : This steel combines unique advantages of optimum strength at elevated temperatures with resistance to scaling. For aero engine valves Firth H.R. Crown Steel has proved itself superior to all other steels. Write for booklet 229 on Firth Stainless and Heat Reaisting Steels — it will gladly be sent upon request. THOS. FIRTH & SONS, LTD.., SHEFFIELD. KINDLY MENTION “THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

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May 28; 1930 | Aer onaut ical :En sginee ring (Supplement to THE AEROPLANE) 1037 | ) THABERSHON STRIP” || THE REID . aa .. || PILOT TESTING R101 APPARATUS. As adopted in the R.A.F SPECIALISTS IN THE ROLLING AND HEAT TREATMENT OF AIRCRAFT STRIP AND is now availakle to Sonn ever DOMINION AND FOREIGN GOVERNMENTS. - J. J. HABERSHON & SONS, LTD., HOLMES MILLS, ROTHERHAM. ORDERS promptly executed The large and avaried- stock of parts & accessories always on hand enable us to execute all orders WITHOUT DELAY. Stocks include: Stainless Steel and Duralumin Bolts, Nuts, and all Standard Parts.. The scientific economiser which has revolutionised - selective and grading tests. Sole Patentees and Manufacturers: REID & SIGRIST, Ltd. Seeiaiten Maciek —_ ' "Phone: Kingston eA 72. Brown Brothess Allied Companies = THOMSON wo BROWN BROTHERS Lro BROWN BROTHERS (isevano) Lro . GREAT EASTERN STREET, LONDON, E.C 2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING: WITH ADVERTISERS. \

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1038 (Supplement to THE AEROPLANE) on the ends of flexible shafts like dentists’ drills very much enlarged. Because of this buffing of the inlet passages an extra ten h.p. is got out of the engine. The fact that so much should be done is interesting be- cause one remembers in the very earliest days of flying, Mr. Harry Ferguson of Belfast built a mononvlane with a Jap engine near Belfast and by way of getting extra power out of that engine he cleaned out and polished the inside of the inlet pines and rounded off every corner in it and in the valves and valve-ports, with the result that together with skil- ful tuning in other directions, re persuaded that engine up to a speed of 4,000 revolutions per minute. And he was cer- tain that he got several hundred extra revolutions. Those who wonder why an aero-engine costs so much to build would very soon understand the reason if they could go round the Jupiter works. For example, instead of using aluminium castings for the. cylinder-heads as was formerly the custom, the Jupiter cylinder-heads are now machined out from solid forgings. The result is not only a stronger head but a combustion chamber of better and truer shave, and a general improvement all round in efficiency. Avart from the scrav metal vroduced by chewing out all the radiator fins and so forth from the solid, the amount of labour ex- pended must be enormous in comparison with the cost of castings and fettling them up for fitting to the cylinders. The underlying policy of Mr. Fedden as a production en- gineer is shown by the remarks df the guide of our particular party when one expressed survrise that a certain operation was done in the works instead of outside. His answer simply was “If we have any difficulty about getting a job done out- side, we always do it ourselves. The only jobs:we get done outside are the easy ones.” QUALITY AND COST. Some idea of the capacity- or rather the size of the Works may be gathered from a remark made by a very successful engineer who was with the varty. One asked him whether he could give us a rough guess at the value of the machinery in the shop in which we stood, allowing nothing for the value of the business but simply estimating what the machine; tools must have cost. He vut it down at something like £200,000 worth in that one shop. And from his Knowledge of the business, he is not likely to be very far wrong. One could not help feeling a little sad to see the enormous number of new American machine-tools in that splendid Shop. Here, as in other great British factories, one got the impression that anybody could go to America or Ger- many and buy a machine-tool ready made to do work which English machine-tool manufacturers will actually refuse to build a machine to do. What vroper machine-tools mean in reducing the cost of a job, and consequently in increasing the sales of it, may be gathered from a statement made by yet another very successful engineer in the train, going to Bristol. He said that on a certain production job on. which he was engaged, a certain oneration in the works cost 2s. 8d. when done by hand. His Works Manager had gone to Germany. and had bought ready-made two machine-tools to do. the same work. Taking in the price of labour, and ‘allowing for interest on and depreciation of those tools, the same job now costs 53d. This may serve to indicate the difference between designing for mass production and designing for cheap production. Naturally in the Jupiter shoo there is no question of de- signing for chean production. But the question of designing so as to get the best vossible results without spending too much money on the production certainly does arise. And often the designer finds that actually getting the best pos- Sible results costs less then producing a certain part by an older and perhaps less accurate process. ACCURACY AND WORKMANSHIP. One very interesting department in the works is laid out as a kind of museum of all the parts of a Juviter engine. In this each vart is there not as a standard of accuracy but as a standard of workmanship. Some of the parts have actu- ally been scrapped for slight inaccuracies or flaws, but thev are kept as examples of nure workmanship. Then if any argument arises between the production en- gineer in charge of output and the insvection department, which is run entirely separately and is in no way interested in, the output but only in quality, then the disputed part is taken along to this museum and compared with the speci- men. And if it is not uv to that standard of workmanship, then the vroduction engineer has to do something to bring the rest of that batch of stuff uv to the required standard. Another thing which strikes one very forcibly about the Jupiter Works is the extraordinary orderliness and cleanli- ness of everything. Every shov is practically swevt clean twice a day. And though this naturally costs money, the firm finds that it pays in the end because it definitely in- creases outout. The men are able to work in better sur- roundings altogether, and there are no scraps or odd bits of things to get in their way. One has met engineers of all those nations in which en- gineering is taken seriously, and one has been in some of the finest factories in America and Germany and France. But nowhere hag one seen more verfect organisation or a Aeronautical Engineering May 28, 1930 IN THE JUPITER WORKS.—Sir Alliott Roe, Holford and Mr. type. —(“ Major C. D. Barnard inspecting the latest Aeroplane’’ photograph.) higher standard of production than in the Jupiter Works. And in all countries one has met engineers of high standing who, having themselves been round the Jupiter, Works, admit that they are unsurpassed in any country. One has known the Juviter Works ever since Mr. Fedden . joined the Bristol Comvany some ten years ago. In those days they had about thirty men at work. To-day they have about seventeen hundred. Mr. Fedden began with the highest class of work as a standard and to-day the same standard is maintained, and it is maintained simply because it cannot be improved. Where design is concerned there is another story. ‘The original Cosmos Jupiter, from which the Bristol Jupiter was evolved, was a fine job in its day, but it would look a heavy clumsy job alongside its descendant, the Jupiter of to-day. And, knowing something of Mr. Fedden’s progressive ideas, one does not hesitate to say that some day the Juviter itself will seem heavy and clumsy alongside its successors. But whatever may be evolved from it, there can be no doubt that the standard of accuracy and workmanshiv will remain the same.—c. G. G. AUTO-GIRO RESEARCH. In the House of Commons on May 21 in reply to a question by Mr. D. G. Somerville, the Under-Secretary of State for Air said that research work on the Auto-Giro type of ma- chine had been provided for and was being pursued but it was not vossible to state the precise allocation for this pur- pose. The provision for it was merged to a great extent in the estimate for general research from which it could not be segregated. The amount of expenditure must devend on the progress made. AIRCRAFT AND WIRELESS TELEPHONY. In the House of Commons on May 21 in revly to a ques- tion by Mr. Everard, the Under-Secretary of State for Air said that the civil aerodromes at Croydon and Lympne and the airship station at Cardington had means of regular communication by wireless teleohony with civil aircraft. In addition the wireless teleohrony stations at Pulham and Ren- frew had telephony equipment. Exveriments for instruc- tional purposes in communication by wireless telephony from the ground to aircraft in flight were being conducted at the civil aerodrome at Heston. The question of giving heln at other civil aerodromes was under consideration. MR. CANTRILL’S NEW APPOINTMENT. Mr. J. Conway Cantrill has relinquished his position with Pinchin,; Johnson and Co. Ltd. to’ take uv a position with Cellon Ltd., whose doving schemes and cellulose finishes and lacquers are famous throughout the aircraft and motor industries. Mr. Cantrill’s many friends will wish him every success in ris new venture.

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1040 (Supplement to THE AEROPLANE) Aeronautical Engineering May 28, 1930 THE SEGRAVE METEOR. The Segrave Meteor Mark I is a machine with an uncom- monly interesting history. Few people in this World know more about streamlining for speed than does Sir Henry Segrave. Furthermore, having been a single-seat fighter pilot of note during the War, there are few people who know more about what a fast aeroplane ought to be than he does. And, being now a perfectly peaceful person with an inclination towards travelling fast on his lawful occasions, Sir Henry naturally finds little pleasure in driving on the road or even on the.water. Consequently, when some months ago he began to renew his War-time interest in air affairs, and was adopted as tech- nical adviser to the Aircraft Investment Corporation Ltd., the big financial affair in which Major Andrew Holt is the moving spirit, he naturally began to think about improvirg the general performance of aircraft while at the same time making them safe for those who are not heroes to fly in. The natural object then was to produce a twin-engired machine with a high top speed and low landing speed and the ability to fly on one engine. Also naturally Sir Henry Segrave chose to use inverted engines. The result is something like an improved version of that Christmas card which was sent out. by the Staff of THE AEROPLANE last Christmas. But to give Sir Henry Segrave full credit, his machine was laid out on paper before the Christmas card was produced. Moreover aur machine had . THE SEGRAVE METEOR.—A four-seater high-speed low-wing cantilever monoplane, with two inverted Gipsy engines, —(“ Aeroplane” photographs.) a Google

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MAY 28, 1930 Aeronautical Engin eering (Supplement to THE AEROPLANE) 1041 EEE RSE a Vickers Vespa Army-Co-operation Ci pi ler Erngitie. - * 2 = ~~, mite Lape WE pice Su Ame Sree Wickers” ULES, Torpedo Bomber. es Yuptter V/AT ‘Eng 71e = VICKERS WRENS ‘nterceptor . Beit i ? ‘| [AVIATION] LIMITED ee AIRCRAFT DESIGNERS Sup ter Engr nes : f AN D Vickers’ Virginia’ Bomber flead Office: VICKERS HOUSE, BROADWAY, LONDON,SW1. Works: BYFLEET ROAD, WEY BRIDGE, SURREY. Balers: Victoria” Troop Carrier A EXE CKer (dv ation Limited Wey sridge. x B Lior xl Engines OR a Na I gs A epteeettO be oe i Prey, Nr fs ae med o —_-- Rt - ~ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. = ee Google

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1042 (Supplement to THE AEROPLANE) Aeronautical Engineering May 28, 1930 upright engines because we were afraid of shocking con- ventional aircraft designers too much by daring to use two in- verted engines at the same time. And we used a braced monoplane because we were afraid that a full cantilever monoplane with engines built into the wings would be too revolutionary. Sir Henry Segrave was not troubled by any such scruples, so he went for a revolutionary design. Whether the machine performs as well as it looks re- mains at the moment to be proved. No matter how well an aeroplane may look on paper, and no matter how well it may perform according to calculations, nobody can really tell what it will do until it is in the air. The most careful calculations may result in a machine having a rudder or an elevator or a fin or a tail which is too small or too big. The early twin-engined Fokkers were bad to fly because the fin and rudder were not in the.sliv-stream. To get over this the noses of the engines were turned slightly outwards so as to make the two slip-streams converge onto the rudder. Whether this is still done one cannot say. The designers may have discovered some way of getting over the trouble. Similarly, nobody seems quite to know what happens to the tail-unit when alow-wing cantilever monoplane is turning rapidly. Sometimes the wings blanket the tail completely. Sometimes they do not. In the big Junkers there is a bi- plane tail with twin rudders, one for each slip-stream. What will happen with a small low-wing twin-engined ma- chine remains to be seen. As the Americans say, the bugs have to be got out of anything new. If anything new turns out right at the first attempt it is very wonderful. And if it does not, it need not necessarily be considered a failure. The first of the Segrave Meteors has been built by Saunders-Roe Ltd., one of the firms in which the Aircraft Investment Corporation is interested. And one gathers that, subject to the first machine performing properly, several others, which will be constructed chiefly of duralumin, will be built by the Blackburn Company at Brough to the orders of well-known sportsmen. The accompanying photographs show the general appear- ance of the machine and the svecification is as follows :— SPECIFICATION. “DIMENSIONS.—Span 39.5 ft. (12 metres), Chord 8 ft. to 5 ft. (2.44 to 1.52 metres), Area 320 sq. ft. (21.4 sq. metres), Length overall 28 ft. (8.55 metres), Height overall 7.5 ft. (2.28 metres), Track 7.0 ft. (2.14 metres), Engine centres 11 ft. (3.3 metres), Engine inset 3°. LoapINcs.—Power 11.31 lbs./h.p. (5.12 kg.cv.), Surface 10.93 Ilbs./ sq. ft. (48.5 kg./m.,). WEIGHTS.—Empty 1,725 lbs. (784 kg.), Fuel and oil 345 lbs. (156 kg.), Pilot 170 lbs. (72 kg.), Pay-load 510 lbs. (231 kg.), Gross 2,750 Ibs. (1,246 kg.). : PERFORMANCE.—Top speed, sea level 140 m.p.h. (225 km.h.), Cruising speed 125 m.p.h. (200 km.h.), Stalling speed 50 m.p.h. (80 km.h.), Climb, initial rate 1,000 ft. per min. (381.25 m./min.), Ceiling (absolute) 17,000 ft. (5,150 m.), Endurance 4 hours. Price.—£2,300 (De Luxe Model: £2,575). ASSEMBLY.—Slinging the wings, complete with Gipsy engines, MORE RECORDS FOR ARMSTRONG SIDDELEY. The Royal Aero Club has been notified that the following performances have been homologated by the Fédération Aéronautique Internationale, as International Records in the first category of the two-seat light aeroplane class for ma- chines weighing less than 400 kgs. (880 lbs.). Altitude (Germany). Waldemar Voigt, in the D.18 bi- plane of the Akademische Fliegergruppe, Darmstadt, with an Armstrong Siddeley Genet Major engine (100 h.p.) at Darmstadt on Apr. 21, 1930, reached a height of 7,521 m. (24,819 ft.). Speed over 100 km. (Germany). Rudolf Neininger in the same machine at the same place and two days later reached a speed of 214.848 km./hr. (134.3 m.p.h. The height record had previously been held by Italy with height of 6,782 m. (22,240 ft.). The speed record had been held by Mr. and Mrs. Alan Butler for Great Britain, who put up in their Gipsy-Moth a speed of 192.864 km./hr. (119.8 m.p.h.). The D.H.18 was described in THE AEROPLANE for Aor. 3, 1929, and-was at that time fitted with the 80 h.p. Genet en-. gine. The D.H.18 is a particularly clean-looking two-seat cantilever biplane with a very marked degree of stagger. BENDIX BRAKES ON THE SPIDER. Before Her Grace the Duchess of Bedford left for her record-making flight to the Cape and back in The Spider with Mr. C. D. Barnard as pilot, and Mr. R. Little as second pilot, navigator and engineer, the machine was fitted with Bendix wheel brakes. Mr. Barnard realised that a really satisfactory wheel-brake would considerably lessen the diff- culties of landing on tropical aerodromes far above sea- level or of being forced to land a heavily loaded machine in a small clearing. The advantages of these wheel-brakes were clearly demon- strated on the last stage of The Spider’s great flight when the machine was forced to land while flying over the Drago- man Pass, a wild and rocky stretch of country which is notorious among aviators for its difficulties and dangers. Fortunately there was a small clearing in which to land and here, in spite of the big load of petrol,—over 3,000 lbs. of it,—the machine was quickly and safely brought to rest in the confined space by its Bendix brakes. Mr. Barnard says that quite apart from their value in an emergency like this, a pilot appreciates the extra control which is given by wheel-brakes to an aeroplane when taxying. There is no doubt that wheel-brakes will become a standard aircraft fitment. As clearly demonstrated by The Spider they are of incalculable value in an emergency. They have too the added advantage of increased control on the ground. onto the fuselage of the Segrave Meteor. —(‘‘ Aeroplane ’”’ photograph.)

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1044 (Supplement: to THE AEROPLANE) Aeronautical Engineering May 28, 1930 AMPHIBIAN UNDERCARRIAGE fitted to a De Havilland GIPSY-MOTH. HOW IMMENSELY MORE PLEASUREABLE FLYING BECOMES IN A LIGHT AMPHIBIAN MACHINE ! Fit your light ‘plane with a T H AMPHIBIAN UNDERCARRIAGE Write now for illustrated . booklet. —=——. SHORT BROS. (Rochester & Bedford) LTD., ROCHESTER a - London Office: 29-30, CHARING CROSS, S.W.1. ‘Phone: Regent 0378 a or ers ee EEN ——————————— ===. Sa Ee ee oe Aeromartne KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 28, 1930 THE LIGHT The Aeroplane AND THE FLYING CLUBS. 1045 AEROPLANE MISS JOHNSON’S TRIUMPH. On the afternoon of May 24, at 15.57 hours, Miss Amy Johnson, B.A., landed her D.H. Moth (Gipsy), G-AAAH, at Port Darwin, Australia, on the twentieth day after her start from Croydon Aerodrome. When she set out no one seriously entertained the idea that she might hetter the time of 153 days set by Mr. Bert Hinkler in 1928, in spite of a faster machine and somewhat better arrangements for supplies. Any doubt was not due to the fact that she is a woman but because she was then a pilot of less than 100 hours solo experience and very little knowledge of cross-country work. There was a time when she seemed to be in a fair way to set up a new record, but popular enthusiasm took less than reason- abie account of the fact that Mr. Hinkler’s journey was most remarkable on its second and more difficult half. There are SO many compelling reasons why Miss Johnson could never have done what she has done that it would be a childish quibble to analyse her failure to do more. It is definitely one of the great flights of history, and THE AEROPLANE regretfully refers to its more emotional con- temporaries those readers who consider that there are Suitable adjectives for even the most sincere admiration. A CONGRATULATORY DELUGE. Two or three hours after the good news of the Jason’s Safe arrival became known in England the following tele- gram was received by the Governor-General of Australia :— The Queen and I are thankful and delighted to know of Miss Johnson’s safe arrival in Australia and heartily congratulate her upon her wonderful and courageous achievement.—GEORGE RI. The Prime Minister also cabled his congratulations :— My heartiest congratulations on your wonderful achievement. We have followed your flight with the keenest interest and admiration. We are very proud of you.—Ramsay MacDonatp, Prime Minister. Lord Thomson, Secretary of State for Air, cabled :— On behalf of the Air Council I send warmest congratulations on the completion of your magnificent flight. As the first woman pilot to fly to Australia you have achieved an outstanding feat of skill and endurance, and we have watched with admiration the coolness and courage which have carried you through to your goal in the face of unforeseen difficulties and disappointments. Col. the Master of Sempill, Chairman of the Royal Aeronautical Society, sent the following message :— The Royal Aeronautical Society, fully realising the inadequacy of words on this occasion, send you most cordial felicitations on the completion of your plucky flight. Your splendid and complete triumph over the many serious difficulties mainly provided by Nature has not only earned in full our most sincere admiration but has given an- other convincing demonstration of the remarkable qualities of our light aeroplanes and engines that will redound widely to the credit of British aviation. _Dr. Gerald Merton, Chairman of the Air League Execu- tive, wired :— Air League of British Empire congratulates you on magnificent flight and hopes you may inspire British aviation and raise it from its apathy. AUSTRALIAN ENTHUSIASM. Throughout the Commonwealth rejoicing was unbounded. Mr. Scullin, the Prime Minister, telegraphed to Miss John- son :— Heartiest congratulations on your wonderful achievement, which has won the admiration of the whole world. On behalf of the Commonwealth Government I desire to extend to you a cordial wel- come to Canberra while Parliament is in session. We sincerely hope you will be able’ to arrange this visit. Best wishes. The Returned Soldiers’ League sent a.message in which they said :— We welcome you as the embodiment of that spirit which prompted British womanhood during the War to innumerable acts demanding the qualities of self-reliance, endurance, resoluteness, and _ sheer Pluck. One of the most novel of the messages was from the Toe Society on behalf of the Chinese of Australia. Said :— We rejoice that we are privileged to offer congratulations to the world’s greatest airwoman after what is considered by experts one of the most wonderful feats accomplished by a human being. We are Pleased for another reason; the incident proves that there is a great force in this world like a new powerhouse whose Star in the East is daily becoming brighter ....Now we can see that given equal opportunity we can look to women to provide not only brain power but heroism and gallantry as instanced in the present remarkable flight surpassing anything of the kind recorded by either sex in the history of the world. Your act of gallantry will cause a higher Plane of thought throughout the world and will much enrich the history of your great country. These are only a few of the thousands of missives which await the now celebrated young lady at the end of her journey, but perhaps the surest index of real fame, now that she has expressed her preference in familiar nick- names, is the sudden and Australia-wide popularity of the old song: “Johnnie's in Town.” PROGRESS SINCE LAST WEEK. Miss Johnson left Singapore early on May 19 to fly to Sourabaya, but owing to bad weather and dwindling fuel was forced to land on a sugar estate at Tjomal, on the island of Java. In many ways this was one of the worst stages of the flight, as Miss Johnson was forced to make detours several times because of tropical storms, and flew so low over the Java Sea, which was very rough, that she admits having been alarmed and discouraged. Realising that she could not reach Sourabaya, and later that her fuel would not last to Samarang, she made a landing at Tjomal, where her wing fouled some bamboo stakes and was torn in five places. The employees of the estate assisted her to do temporary repairs, and a hazardous take-off was made from the small and wet field to a better one five miles away, where the heavier impedimenta were again loaded on board. The wing-repairs were not such as to permit a long flight, so Miss Johnson went to Samarang, 50 miles away, and had the wing seen to by our good friends of the K.N.I.L.M., after which she flew to Sourabaya behind the regular machine of the Royal Netherlands East Indies air-mail. On Wednesday Miss Johnson did not attempt a further stage of her journey: owing to some trouble with a magneto, but set off on Thursday with the intention of landing at Bima, if the engine were not functioning properly, but pos- sibly to continue to Atambua, on the island of Timor, if all went all. She was sighted over Bima, 400 miles on the way, 54 hours after the start, and was evidently satisfied with her engine as she continued. She was not seen thereafter, and as she was due at Atambua about 16.30 considerable anxiety was felt. The wireless station at Kupang, 10 miles from Atambua, is in communication with sub-stations on most of the islands in the group, and remained open until late that night without hearing any word. On Friday word was received that Miss Johnson had made a landing at Haliloelik, about 12 miles from Atambua and 750 from Sourabaya. From this point, on the Island of Timor, a journey of 600 miles, with a sea crossing of 400 miles, brought Miss Johnson to Port Darwin, her first objective on the Australian continent. The last stage, admittedly one of the most dangerous of the journey, was declared by the pilot to have been one of the least eventful and most pleasant. But her relief on sighting the oil-tanker Phorus, and confessedly tearful joy when she actually saw Melville Island, will strike a re- sponsive chord in all not-too-experienced airfarers who have flown across unpleasant land or water. Miss Johnson was wildly welcomed at Port Darwin, both on the aerodrome and at the Town Hall, where there was a civic reception later in the evening. Miss Johnson left Port Darwin on Monday morning, re- fuelled at Daly Waters, 320 miles away, and then continued to Alexandra Station, a further 280 miles. This is the second largest cattle station in the World, but it has no telegraphic communication with the outside World, so the World had to wait for further news until she reached Long Reach, Queensland, another 600 miles away. The journey lies over bad country with practically no inhabitants. Miss Johnson outdistanced her escort from Port Darwin owing to the greater speed of her cleaned-up plane, and flew most of the last two stages alone. HER AIDS TO VICTORY. Miss Johnson made her triumphal progress on Shell, supplies of which were ready for her all along her route. The engine went round on Castrol, the lubricant which has kept so many engines running smoothly on their various ways to successes and records. The steady stream of sparks at the K.L.G. plugs that made the regular running of the D.H. Gipsy engine possible came from B.T.H. magnetos. The navigation of Jason, as Miss Johnson named her machine, has been much commended. Miss Johnson fol- lowed the lead of so many experienced pilots and used a Husun Aperiodic Compass, Stanford’s Maps, and Armour Wind Indicators. An Irvin parachute assured safety in case of emergency. The fabric of her machine, like that of so many machines on similar occasions, was doped with Titanine, which en-

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5) SSS a ARB Comp for a LBZ Non - Periodic 7.e. If the Magnet -System be deflected to any angle and be then _ released it overswings the position of equilibrium once only by a few degrees and then promptly returns to its position of rest. May 28, 1930 The Aeroplane | 1047 . wt:s-Extremely Quick & Dead-Beat in Action Luminous & Non-Luminous : | Approved by Made in two sizes for Solo Flying and for Passenger ’Planes. Air Ministry’ ” : : for Civil Aviation Pease write] KELVIN, BotromLEY & Bairp, Ltp., pee coer 18, Cambridge Street, Glasgow. : _ Imperial House, 11-15, Air Street, Regent Street, London, W.1, A wa of) eo 1 \\ = f 5 Sy . . SEE SS... (Handley Page td. | “AUTOMATIC SLOTS MISS AMY JOHNSON USED HANDLEY PAGE S LOTS ON HER REMARKABLE FLIGHT ~~“ FROM ENGLAND TO AUSTRALIA | 1 Telephone : HANDLEY PAGE, LTD., | Telegrams : ' Hampstead ae Cricklewood, | Hydrophid, Crickle, 7500. a LONDON, N.W.2. London. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS, ©

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1048 The Aeroplane May 28, 1930 THE SCOTTISH FLYING CLUB GALA. The custom of the Scottish Flying Club for some years has been to hold an annual pageant on the occasion of the visit of competitors in the King’s Cup Race. Glasgow having been eliminated from the route of this year’s Race, the Flying Club at Renfrew Aerodrome, with Scottish independence, staged a Flying Gala extending over the week-end, 24th—26th May. Chief among the attractions offered was the Imperial Air- ways Argosy City of Glasgow, which carried over 3,000 pas- sengers during the Gala, piloted by Mr. O. P. Jones. And as the result of the Gala some 50,000 Glaswegians are now somewhat more airminded than heretofore. The three club Moths were much in evidence, together with two privately owned Moths, and that of the Shell people. With the addition of an Autogiro, a Klemm mono- plane and a Desoutter monoplane there was some variety. On Sunday a slow-flying contest between the Autogiro and the Klemm was easily won by the former. The inevitable Mr. John Tranum made parachute descents with his inevitable precision on each afternoon. An “Air Mail Robbery” was staged each day as “set piece’? and was greatly appreciated by the crowd, and the ultimate triumph of right over wrong should result in an appreciable increase in Air Mails from Scotland.’ Mr. George Murray, of Edinburgh, who gained second place in the recent International Aerobatics Competition, performed with great skill and precision on one of the club Moths. In particular, this. young man’s upside-down work - was a revelation of his capabilities. Making allowances for the spectacular necessity of Mr. Murray’s show in the present instance, one sincerely hopes that his future efforts will be confined to somewhat higher strata. [Question :—Is a seat-type parachute really effective under 300 feet? If not, why does Mr. Murray wear one?) In conclusion, one would like to bestow bouquets as fol- lows to those responsible for giving Scotland this most successful show :—Mr. Harry Smith, organiser and “ general manager”; Mr. G. F. Luke, publicity merchant; Mr. J. Cairns Smith, the announcer with the Golden (Shell). voice; Mr. Brian Miller, O.C. Flying; the Club Instructor, Mr. John . Houston, for spending most part of three days in the air; and the Club members, Mr. G. F. Yuill, Mr. George Walker, and Mr. A. Dunlop, for prodigious labours in a good cause. J. TALBOT. THE PETERBOROUGH FLYING MEETING. Peterborough’s first flying meeting on Saturday, May 24, at Mr. K. Whittome’s private aerodrome at Horsey Tole, was a huge success, thanks to the untiring efforts of Mr. Whittome and the Flying Committee of the Northamptonshire Club. . The programme was opened by Fit. Lt. Rose, who gave one of those marvellous exhibitions of crazy flying which he does so well. Some very effective formation flying was done by Mr. P. Grey, Flt. Lt. Rose and Mr. Ruutz-Rees. There were some exciting moments during the race he- tween the club private owners, over three laps of the course. Mr. G. Linnell got away first and led for nearly two laps when he was overtaken by Mr. P. Tyzack. The greatest -excitement occurred during the last lap when Mr. K. Whit- tome managed to overtake the others on the post. Mr. Palmer—the Club instructor—flew over from North- ampton and gave an excellent aerobatic display in G-AAIE. Mr. S. A. Thorn showed that a Desoutter, besides being as comfortable and luxurious as a saloon car, can also be stunted with the greatest of ease—by Mr. Thorn. The little blue Klemm, which has apparently taken out naturalisation papers and become a good British Citizen by its lettering, was flown by Mr. Rogers, who knows how to show it. During the afternoon there was joy-riding by the Brook- lands School of Flying. Some idea of the keenness of the people to fly may be gathered from the fact that Mr. Davis himself took over 150 people for flights. The visiting pilots included The Hon. Loél Guiness, who flew a new Bluebird G-AAUV, and brought with him Mr. Fitzwilliam, the prospective Conservative Candidate for Peterboro’. Mr. Fitzwilliam, whose family has been con- nected with Peterborough and the Fitzwilliam pack for generations, immediately became a member of the Northants Aero Club. Sq. Ldr. Ridley and Mr. Andrews came in an- other new Bluebird (G-AATS), Mr. D. Bruyne and Mr. P. Grey from Cambridge in Moth G-AAWN, Mr. Downes-Skaw from Bristol in Moth G-AALV, Mr. B. Sallen in Henly’s Avian G-AAVM, Sq. Ldr. Vachell and Fit. Lt. Carnegie in G-AAEL, Mr. Rogers in Klemm G-AAZH, Mr. S. A. Thorn in the Desoutter G-AAWT, Mr. R. Ruutz-Rees from Brook- lands in G-EBZH, Ft.. Lt. Rose in G-AAKJ, Mr. Davis in Avro G-AACA, Mr. Palmer in G-AAIE, Mr. P. Tyzack in G-AAGS, Mr. K. Whittome in G-AAVR, and the brothers ‘Linnell in G-AAFK. A delightful lunch was provided by Mrs. Whittome, Mr. K. Whittome’s mother, for all the visiting pilots. Mr. Whittome will be pleased to see any visitors who care to call at Horsey Tole aerodrome, which is fully licensed and is east of Peterborough on the Whittlesea Road. AUTOGIRO : se eae x ee ; SS ae ¥ BASE. The C1719 Machine, with device for starting the rotor blades. The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall. It can ascend and descend in a small area. => For further particulars apply to: THE CIERVA AUTOGIRO COMPANY Ltd. BUSH HOUSE, LONDON, W.C. 2. Telephone; Temple Bar 2561.

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The Aeroplane 1049 May 28, 1930 |'WELCOME TO BRISTOL | FOR THE OPENING OF THE MUNICIPAL AIRPORT ON SATURDAY, MAY 31, from | JOHN HALL & SONS Corio) LTD. ESTABLISHED AT BROADMEAD, BRISTOL, FOR 142 YEARS. Works :—Paint & Glass at Broadmead ; Varnish Works at St. Philips, Bristol, adjoinng New Cellulose Factory. Near the Bristol Airport i is the “ Brolac” Recreation Ground and ie tne anne Finish, cay dic rn B rol A) CK ‘ble from the i by ne lettering AIRCRAFT PAINTS, VARNISHES, DOPES & CELLULOSE LACQUERS The Directors of JOHN HALL & SONS (Bristol & London) LTD. wish to extend a Welcome to all members of the Aircraft Industry, British and Fore:gn Pilots, etc, during their Visit to the Citv of Bristol to celebrate the Opening of the Municipal Airport by H.R.H. Prince George. SINCE THE OLDEST DAYS “BRISTOL FASHION” HAS BEEN SYNONYMOUS WITH THE BEST—THE PRODUCTS OF HALL Pristol Ofice:—BROADMEAD. London Cfhce :—173, PANCRAS ROAD, N.W.1. Safety for Private Owners. MISS AMY JOHNSON chose an IRVIN AIK CHUTE for her wonderful flight to AUSTRALIA. IRVING AIR CHUTE OF GT. BRITAIN, LTD., Telegrams : Irvin, Letchworth. LETCHWORTH, HERTS. Telephone: Letchworth 370. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS

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1080 The Aerop lane | May 28, 1930 ; SPARTAN L 3-SEATER ees MODEL — (Cirrus-Hermes.) Ae a ON MME OS nla” ahcge Sole SPARTAN Virtues... DISTINCTLY “ SPARTAN ” are the virtues of rugged strength, short take-off and landing-run, economy of maintenance, and pleasant well-balanced flying & Ee A RT A XN controls. Al RC RAFT Every Spartan aircraft possesses them... . they are the result of a settled policy of design. The high Lip. aerobatic certificate of airworthiness . .. 1,680 lbs. . . .. 18 sufficient proof of the robustness of every WESTON, Spartan sig ode se: secured by increased strength at every point where failure has been known to occur in light SOUTHAMPTON, aircraft in the past. Aeromarine. GRAHAM AVIATION WIRELESS GRAHAM AVIATION WIRELESS EQUIPMENTS are designed by widely experienced British air and radio engineers to cover all requirements. GRAHAM AIR PORT INSTALLATIONS, for simplicity in operation and ease of maintenance, are typified by the equipment at London’s most modern flying school. GRAHAM AIRCRAFT SETS for size, weight and performance, are pre-eminent. The Type G.A.6 light aeroplane receiver as approved by the Air Minsstry, has a telephony rancein normal flight of 100 miles from Heston on a Moth fitted with fixed acrials (which fold with the wings), and a still greater range from stations suclh as Croydon. The Type G.A.6, which uses the ordinary voice pipe system and needs no special helniets or intercommunication devices, weighs only 21 lbs., including latteries, acrials and all accessories. ALFRED GRAHAM & COMPANY, LIMITED, Air Department, St. Andrew’s Works, Slough, Bucks. Telephone: Slough 672. London Office: 25, Savile Row, W.lL. Acrodrome: Heston (Hayes 4 0). N NATIONAL FLYING SERVICES THOROUGH AND ADVISORY SERVICE ON INEXPENSIVE iy Ni ALL AIR MATTERS. FLYING INSTRUCTION. MAINTENANCE. AIRCRAFT SALE OR HIRE. INSURANCE. Lh be AIR TAXI SERVICE. \ @4 TOURS. COUNTRY CLUBS. NATIONAL FLYING SERVICES LID.., GRAND BUILDINGS, TRAFALGAR SQUARE, LONDON, W.C.2. Telephone :—Gerrard 9316 (4 lines). Telegrams :—" Natflying, Westrand, Lendon.” AIR PARKS :—LONDON (Hanworth); HULL; READING; LEEDS; NOTTINGHAM. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 28, 1930 EXTENDING THE NETWORK. Negotiations are afoot for a regular air service which is to join the three towns of Liverpool, Manchester and Birm- ingham with Croydon. This would provide a feeder service from the Midlands for the main lines to Australia and the Cape. Imperial Airways is negotiating with the three municipalities, and on May 23 the Finance Committee of the Liverpool Corporation recommended that a subsidy of £1,000 should be offered by the City to Imperial Airways towards the cost of overating such a service. The General Purposes Committee of Birmingham Corpo- ration have now considered this scheme and has decided to recommend the City Council to provide a subsidy. On May 26 the Lord Mayor stated that the Committee was in favour of providing a subsidy not exceeding £1,000 on the condition that financial support was also forthcoming from Liverpool and Manchester. As The Manchester Guardian says in its leader about this service a regular service that brings the chief Con- tinental centres within five to ten hours of our manufac- turing areas is bound sooner or later to establish itself. This appears to be a good opportunity to use small and fast multi-engined feeder machines such as the Westland Wessex, the Avro Five and on occasions the Desoutter, in- stead of the slower and _ obsolescent machines of the Imperial Airways fleet. Safety, speed and comfort are the chief ingredients for a service of this kind and as the Service is for business men the prices must be reasonable. This is more so because for at least 60 days in Novem- ber, December, January, and February no aeroplane can hope to fly to schedule time anywhere North of the Pot- teries, and probably on 30 days during those months flying of any kind at any time will be impossible. So small mobile machines, which can stand idle at small expense, or can be used for taxi-work elsewhere are obviously preferable to big aeroplanes of the “liner” tyne. "TWAS A DARK AND STORMY NIGHT. Through the Press the feelings of the citizens of Maid- stone, roused by a circling Sabena night-mail Fokker in the very early hours of last Friday morning, have been made known. They invoked the authority of the Law, and with the aid of the chief constable, plus a trunk call and Croydon wireless, they told the pilot to move on. His feelings have not been dealt with in detail, probably because they are so far beyond description that they could not even be imagined by anyone who has not been hemmed in by fog at night with a heavily-loaded aircraft and been told off with words to that effect. Whatever they were, he stayed where he was, namely, circling the immediate vicinity of Maidstone at about 300 ft. Meeting with fog over the Downs on his way from Brussels the pilot tried to return to Lympne but found himself hemmed in over Maidstone by low clouds and fog in all directions. In spite of weather reports from Croydon he considered the conditions too treacherous to go on. Police officials stated that they were concerned with the safety of both the aircraft and the citizens, as the former was flying very low and seemed to be in difficulties. AN UNDERSTATEMENT. There was in THE AEROPLANE for May 14 a very instructive survey by Mr. W. S. Stiles, of the preliminary work which has been done at the recent International Aviation Lighting Meeting in Berlin. Mr. Stiles in his opening paragraph gave a summary of the alr-lines in each country which have been illuminated for night flying and owing to a typo- graphical error was made to conclude by saying that Great Britain had none. To an extent this is an understatement. There is no night-flying by British machines over British air routes except on the route to India, where sometimes machines have to land in the dark unintentionally. But _the main air-route from Croydon to the coast is somewhat lit—over a distance of about 100 km. Besides the Ter- minal lights at Lympne and Croydon there are lighted emergency grounds at Marden and Penshurst, and there Is a beacon of sorts at the tov of Titsey Hill. But this is not lighting according to American or Continental stan- dards. And what lighting there is only works for the benefit of our excellent foreign rivals who use our lighting system for their own night-mail services to Berlin and Brussels. FOR THE NIGHT MAIL. The Air Ministry gives notice that as from the evening of 28th May, and until further notice, the period of the Cran- brook air light will be increased from 7 seconds (as at pre- sent shown in The Air Pilot, Vol. 1, page 37) to 10 seconds. The new characteristics of this light will be approximately as follow: Light 0.15 sec.; eclipse 0.7 sec. Light 0.15 sec.; eclipse 0.7 sec. Light 0.15 sec.; eclipse 8.15 secs. The Aeroplane nee COMMERCIAL AERONAUTICS. This alteration is experimental only and is designed to increase the range of visibility of the light by prolonging the duraticn of each of the three flashes. All pilots are reauested to observe the Cranbrook air light on all possible occasions, and compare its visibility with that. of the Tatsfield air light, the veriod of which, viz., 7 seconds, will remain unchanged for the present. Revorts of any ob- servations or comparisons so made should be addressed to. the Secretary, Air Ministry (C.A.4), Gwydyr House, White- hall, S.W.1, as soon as possible. TO THEIR MUTUAL ADVANTAGE. On May 23 M. Hymans, the Belgian Foreign Minister, M. Lippens, the Belgian Minister of Transport and M. Laurent Eynac, the French Air Minister, signed a convention for the establishment of an air line to link Belgium ana France with Central Africa and the Congo. A regular weekly service is to be run in both directions. The convention, which has been drawn un for ten years, can be prolonged by mutual agreement. PEACEFUL PENETRATION. The Times for May 20 says :— Four American Curtis Wright aeroplanes which are touring Europe have arrived at Constantinople from Bucharest. They will visit Es- Kishehr, the headquarters of the Turkish Air Force. This probably refers to a circus of Curtiss aircraft which Major Melvyn Hall, formerly U.S. Army Air Attaché in this country, and now employed on special missions by the Curtiss Company, is taking round to demonstrate to the Army and Air Authorities of European Nations. The chief pilot was to have been the famous Lieut. Doo- little, who some years ago won the Schneider Trovhy for the U.S. Army. ROMEO AEROPLANES IN ENGLAND. Mr. W. G. Pudney, formerly of the R.A.F. and a test- pilot at Martlesham, who served recently as an instructor with the Royal Canadian Air Force, is now sole conces- res in England and the Dominions for Romeo aero- planes. He has recently flown from Naples in the Ro 5, a tandem two-seater high-wing monoplane, and will be present with it at the Bristol. Pageant on May 31. A company is to be formed within two or three months to develop the possibilities of this aircraft, which is said to be very nice to fly and exceedingly well made. It is generally equipped with a Fiat 85 h.p. radial engine. The headquarters of the company will be at Heston, where the Ro 5 is at present. A NEW AGENT FOR LORRAINE ENGINES. Mr. J. Bilefield has been appointed agent for Lorraine aero-engines in this country. The range of powers in the Lorraine series is unusually wide, and the company is one of the few which produces air-cooled and water-cooled types. The smallest is the 100 h.p. five-cylinder radial air-cooled, and intermediate types furnish powers up to the 1700 h.p. eighteen-cylinder broad-arrow water-cooled motor. The 450 h.p. water-cooled Lorraine has been fitted to the Supermarine Southampton, the Fairey IIIF and many French long-distance machines. Mr. Bilefield’s address is 37, Albemarle St., London, W.1. MOTH SERVICE AT THE BRISTOL PAGEANT. The De Havilland Aircraft Co. Ltd. announce, as THE AEROPLANE goes to press, that the firm will not be sending its own service lorry to the Bristol Pageant on May 31. Arrangements have been made that the lorry belonging to Airwork Ltd., of Heston, shall carry all Moth and Gipsy spares, and De Havilland personnel will be in attendance with it at Bristol. THE LAST INSTALMENT. The Southern Cross, to comvlete its circumnavigation of the World by instalments, has still to cross the Atlantic, and, as already revorted in THE AEROPLANE, plans are afoot to bring the wheel full circle. According to The Times Mr. Kingsford Smith arrived in Dublin during the week-end (May 24-5) and was the guest of the Governor-General at the Viceregal Lodge. He is making preparations for a transatlantic flight, and after carefully examining several possible starting places he decided on Phoenix Park. He will go to Amsterdam very soon to take the Southern Cross over to Ireland. Mr. Vandyk, a pilot of the Dutch Air Line to the East Indies, has accented an invitation to accompany him as assistant pilot. Another member of the crew will be Mr. J. W. Stannage as wireless operator. Captain Saul, formerly of the Free State Army, will be his navigating officer. The flight will probably start at the end of June.

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-! i) ui te The Aeroplane May 28, 1930 MAPS FOR THE KING’S CUP RACE. Raynoil Maps Ltd. wish intending competitors in the King’s Cup Race to know that they are again turning out a special Race map. This new map includes many improve- ments as the result of suggestions from some of the famous pilots who have flown in previous races. Anybody who wants further particulars is invited to write to Lincoln House, High Holborn, W.C.1. MANY INVENTIONS. To rush forth into the bright dawn of a new day in the evening kit of yesterday, in some spot such as Leicester ‘Square, and, approaching a stertoriously slumbering road-up merchant in his little tarpaulin tent, to address him with words similar to—‘‘ Watchman—I say, watchman—er—hic— ‘Whattov the Night, eh, what? ’—is universally thought in- auspicious. In other words, there is a time and a place for everything, and for what follows, especially a place perhaps. When a gentleman is down in a reasonably-sized field, dotted fairly thickly with the raw material of mutton broth, and when the said gentleman, gazing upwards through a monocle obscured by a low cloud, observes first a Desoutter and then a Moth have a look at his field, hesitate and pass on, it does not necessarily mean that—(a) They do not ‘desire his company, or (b) that they are not capable of landing in his field. In the case we have in mind, the two aircraft that passed on were peopled by extremely wily veterans of a severely practical turn of mind, and they were just in search of a better ’ole, which they found. Landing a minute or two later beside a Country Mansion, the veterans, themselves of Scots ancestry, were hospitably hailed by the owner, who, judging from his nice taste in Scotch, must also have been a Scot. Not only did their host thus pleasantly beguile for them the period of waiting, but flew with one of them to Shoreham, entertained them nobly again on the way back, and also booked extensive flights with one of them for the future. Which is business delightfully blended with plea- sure and a far, far better thing than lingering damply in a ‘“‘klemmy” field along of a lot of silly sheep. Incidentally, it was Jock Anderson (whom Allah preserve) who did the wing-walking at Shoreham, and who. accom- panied Mr. R. Wyndham there in G-AAUS, one of the machines which found the “better 'ole”’ aforesaid. On May 18 Mile. Lina Bernstein made the first commer- cial flight with paying passengers ever made to Croydon so far as we know, by a female pilot. Mlle. Lina, a slim attractive figure in a blue leather flying-coat to match the colour scheme of her Farman monoplane, came through somewhat unpleasant weather, unlikely, however, to per- turb a pilot of her experience. Her passengers, as a matter of fact, obeyed some obscure code of behaviour and deportment of their own, which is not usual in this country. According to this code, they were doubtless models of correct deportment, but in no way did they add lustre to the proceedings. Mr. Bob Little has spent a somewhat harassing week in a miniature Sahara (conveniently situated in relation to Oases with cooling streams) in the vicinity of Shell Corner, Bush House, etc. The desert, where the Spider rested after her labours, was kindly provided by Shell Mex. So doubtless were some of the cooling streams, probably in that excellent oasis the Waldorf. The best question Bob had to answer was from an old lady who asked him whether it had not been difficult to land there without interfering with St. Martins Le Strand. Bob was understood to reply that he had known more diffi- cult landings on the way back from the Cape. Air Union ask us to give vent to words to the effect that the burglars who broke into the freight-carrying Goliath at Berck got away only with a bunch of artificial flowers of no commercial] value. It is absurd, at this time of day, to urge Air Lines to take a new attitude towards the serious things of life because of an isolated incident of pilferage of this sort. The Air Lines to-day have a highly organised freight- carrying system which is admitted on all hands to be vastly superior to that of any other form of transport in the matter of careful handling, as well as of swift delivery. Very many big Firms send their goods by air for the reason that careful handling allows light packing and con- sequently reduced packing costs. Valuable paintings are carried practically not packed at all between Holland and _MALLITE PLY England, X-Ray tubes and delicate instruments travel by air, and every sort of freight from bullion to fresh fruit and newly-cut flowers are handled with appropriate care by expert Air Line freight staffs. Only the other day a customer informed us, for example, that the only day-old chicks which ever arrived 100% alive and supremely cheer- ful, did so by air. Others fetched up dead or suffering from acute depression. A Prime Minister should, we believe, display a nice taste in whatever he undertakes, from the consumption of a bottle of vintage port to the selection of a necktie. That the best in the matter of transport is good enough for Mr. Ramsay Macdonald was proved on Saturday last when he flew to Edinburgh from London piloted by Mr. O. P. Jones, in Imperial Airways Argosy G-AACI (City of Glas- gow). Mr. Macdonald was accompanied by Miss Ishbel, and the machine continued to Glasgow after dropping the Prime Minister at Edinburgh. The whole of Jack Hylton’s band, 19 persons in all, came through to Croydon from Amsterdam on Sunday last in the new F.IX belonging to K.L.M. Mr. Sillevis, the pilot, had some difficulty in getting in as the clouds were on the hill- tops and the weather was wicked. However, Jack Hylton and his merry men were brought in and the Pathé Noise Unit listened to a chorus with which they obliged on the tarmac, ably conducted by Mrs. Jack. The Welkin was well and truly wrung, in fact. In the sort of bad weather we have had lately we cannot be too grateful for the efficient and courteous way in which both Traffic Officers and Wireless Operators in the Control Tower do their job, which is under these circumstances an extremely trying one. No trouble is too much for them and they never get ruffled when we get over-anxious and worry them. There is surely a niche in High Heaven awaiting people who spend this life in the Control Tower in Croydon, but whether they will ever meet members of other Air Ministry departments there, is open to grave doubt.—Spry. MR. DORMAN’S MOVE. Mr. Geoffrey Dorman, late R.F.C. and R.A.F., who has been an advertising revresentative with THE AEROPLANE for the past ten years, has resigned (as from May 31) so that he may take over the vost of Advertisement Manager for our valued monthly contemporaries, Airways and The Aircraft Engineer. In the earlier days, when Civil Aviation was young and advertising was so inconsiderable in amount that it was not a serious commercial provosition, Mr. Dorman added to the gaiety of nations by contributing paragraphs to this paper over the initials G. D., and many readers regretted their disappearance when the need for real work in the Advertis- ing Department prevented their continued production. All such readers, along with the staff of this paver, will wish Mr. Dorman success in his new occupation.—c. G. G. PERSONAL NOTICES. DEATHS. BERTHON.—On May 20, at Ashford Hospital, Kent, Edward Brassey Berthon (formerly of the Aircraft Inspection Department), fourth soa of Major-General Thomas Berthon, of Cleeve Court, Somerset. aged 57. NICOLAY.—On May 26, at Barholm, near Stamford, as the result of a flying accident, Vincent Humphries Nicolay, Fig. Off., R.A.F. Mr. Nicolay entered the R.A.F. with a short-service commission in March 1928 and, after a course of flying training at No. 5 F.TS.. Sealand, he was posted to No. 4 (Army Oo-operation) Squadron at Farnborough. He was attached to the Central Flying School. Wittering, at the time of the accident. FORTHCOMING MARRIAGES. COLLINGWOOD—DAVIS.—The marriage arranged between Mr. W. A. D. Collingwood, R.A.F., and Miss Nellie Davis will take place at St. James’s, Spanish Place, W., on June 5. MARTINGELL—BROWN.—The engagement is announced between Sq. Ldr. G. H. Martingell, A.F.C., R.A.F., eldest son of the late H. R. Martingell, of Millmeade, Folkestone, and Mrs. Martingell, Westgrove. Sandgate, and Phyllis Bletsoe, only daughter of Mr. and Mrs. Harold Brown, Sywell House, Northamptonshire. STACEY—HUTCHINSON.—An engagement is announced between Reginald Howard Stacey, late King Edward's Horse and Royal Flying Corps, elder son of Mr. and Mrs. Frederick Stacey, of Washington. Sussex, and Margaret Joan, only daughter of Mr. and Mrs. Joho Hutchinson, of Aldingham Hall. Ulverston. BIRTHS. MILLS.—On May 23, at The Old Place, Swanley, to Molly, wife of Flt. Lt. G. H. Mills, R.A.F.—a son (Derek Holroyd). WYNNE.—On May 17, at Oakvale Nursing Home, Sheffield, to Kathleen, wife of Fit. Lt. F. R. Wynne, R.A.F.—a daughter. USED BY THE LEADING AIRCRAFT MANUFACTURERS = nian S TELEPHONE: BIS HOREEATE 5641 z THROUGHOUT THE WORLD.

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May 28, 1930 - ‘The Aeroplane : = | (— \ SCINTI LLA MAGNETOS FOR AIRCRAFT ENGINES. Chosen from all others for their proved reliability and faultless running by . many famous pilots, including: LINDBERGH—BYRD— CHAMBERLIN. —_ se. For particulars please apply to: \ | SCINTILLA LTD., 14, Clerkenwell Close, London, E.C.1. y THE BRITISH AIR SERVICE TO ALL PARTS OF THE CONTINENT GREECE, EGYPT, IRAQ, PERSIA, INDIA & THE EAST All particulars can be obtained from any Travel Agency or from IMPERIAL AIRWAYS Telephone: Regent 7861/5. | AIRWAYS HOUSE, CHARLES STREET, LONDON, SoWeol ae Telegrams: “Impairlim, London.” RY : 138 oh ete parte ty wet Ay ee ae 2h oD Ts re ae oot Cri, Silvertown _ MINERAL OIL FP (D.T.D. 109) Gipsy Moth Supplied to the Royal Aijr_ Force, British Aero Engine Constructors and the leading Air Transport Companies. Hermes Avian Gipsy Bluebird Use one grade throughout the year for all climates, latitudes and altitudes. BAKER CAFC, CHIEF INSTRUCTOR | SPEEDOLENE P4. IS ISSUED | shoe Sas Pe ED | UNDER A.LD. RELEASE NOTES. HESTON AIR PARK - HOUNSLOW: MIDDLESEX. | Si/vertown Lubricants Limited HAYES 4|O. Minoco Wharf West. Silvertown E.16 ee Grams: Volumetric’ Silver London ‘Phone: Albert Dock '°74 A IED KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1054 The Aeroplane May 28, 1930 MISCELLANEOUS ADVERTISEMENTS. Ail advertisements for this column should arrive at this Office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THe AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. ; Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2, ‘Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. . Aviation Consultants. GLIDERS See COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safecy Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for the strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautica! Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2542. AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.3. "Phone: Colindale 6183 and 6184. National Flying Services Ltd, (See page 1051.) Go by NFS. ls. a mile; ls. 6d. two passengers. "Phone: AIRCRAFT FOR SALE. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, new condition with C. of A. Telephone, Byfleet 331. Henlys (1928) Ltd., Devonshire House, Piccadilly. W.1. Tele- phone, Grosvenor 2271. Sole Concessionnaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. Hermes Metal Avian complete with compass. 40 hours’ flying. Is new in every respect. Cost £895. Accept £795. Henlys, Heston Aerodrome, Middlesex. ‘Phone: Hayes 410. Blackburn “Bluebird” side-by-side seating, all-metal] con- struction. Price £795. Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. National Flying Services Ltd. (See page 1051.) liveries. New or second-hand machines. Phillips and Powis Aircraft (Reading) Ltd —Authorised Moth Agents. Unique hire-ourchase terms offered. Ex- change specialists. Several Mark II Cirrus Moths for sale. Prices from £360.—Reading Aerodrome. Sonning 114. £495—Gipsy-Moth, as new. Many extras. Only 40 hours’ fiying.—Phillips and Powis Aircraft (Reading) Ltd., Reading Aerodrome. Sonning 114. Ne ee Se ee AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W.1. (Vie toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran Quick de- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America; Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Companies for aerial photography in the British Isles, Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). -s . LY FIR epfEbO AR SCEVERY TIME TWOwONE LIFE PRESERVER FOR AIR woWATER } | _ ALWAYS. READY é oS z [y ae : wee Oy > eit i iad as: a en bai a : i ee TOS? Oman cone, i sa 7 he Vit FL, oe nt ig et 8 IT Os een mca : al ied : he Ape we tay ory i & rate a = rae a a jue ee we Pe ty my y " tats 2. * 1% Y IeniheleBinse cement i ei ete tt ne caine it a rit a tb BL MD SB we The British Russell Parachute Co., Ltd. Aircraft Accessories, Dominion Works, Dunsmure Road, N.16. ; Telephone : Clissold 2184. Telegraphic Address: * Parachutes, Stoke, Londos.”' ; COMPER AIRCRAFT C°L? HOOTON PARK AERODROME CHESHIRE | 39 GROVENOR (LACE : LONDON S.W.1 =J UI ICNENUTCDTOUTEO LADO HERE NCEAGOEEEETRAAT EGTRRA TEETER 2| tHE SWIFT i =| SINGLE - : =| SEATER : 4 : = : =| : = Hire Purchnse : |= L400 | SUPUEMUHYREACAERDRODROOERUEDRUOEYUUTUDUOVODSEDIOTNUINUNN00000N00000 000 E00 000A 0H ERLEQTOMUOM ASUUTEIATONND Aeromartne. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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May 28, 1930 The Aeroplane 1055 AIRCRAFT CAMERAS. “Eagle” Aircraft Cameras and Equipment. Specialists in air photographic apparatus. Particulars from the manu- facturers and patentees, Williamson Manufacturing Co., Litchfield Gardens, Willesden Green, London, N.W.10. Tele- phone 0073-4 Willesden. Telegrams, “ Kinetogram Willroad London.” Contractors to the Admiralty, Air Ministry, War Office. ENGINES FOR SALE. - D.W. Aircraft Co., Brooklands Aerodrome, have for sale era new 110 Le Rhone engines complete with magnetos, earburetters and back adaptor plates. These are post-war engines with release notes and log books. Gipsy Engine for sale, £125, perfect. Apply Henderson Aviation Bureau, Croydon Aerodrome. Fairfield 6074. Lorraine aero-engines, 100-700 h.p., extensively used; famous for reliability. J. Bilefield, 37, Albemarle Street. London, W.1. AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 24 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, $ in., 6d. yd.; Pressure Gauges, 25 to 100 lbs., 6s. 6d.; Coley Thermometers, 25s.; KLG. Plugs, F.7, 1s. 9d.; F.9, lld. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Flizabeth Road, Kingston-on-Thames. AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service required in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Street, London, E.C4. (Tele.: Central 2423.) This service is free to clients. Leading aeronautical firms use this specialised organisation, eka has been built up by aviation experts. Write or *phone. AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones. 58, Warren Street, W.1. Museum 7915. Mark IE Moth, Avian or Widgeon with C. of A., good con- dition, £200-£300. Courtney Prentice, Kelvedon Grange, Kelvedon, Essex. Wanted Urgently.—“X”-type Mark I Cirrus-Moth, Slots preferred. Good price for good machine. Phillips and Powis Aircraft (Reading) Ltd, Reading Aerodrome. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club ean teach you quickly and cheaply on Moths—21s. for 28 days’ membership—low rates for instruction—per’ect aerodrome 3 miles from Hythe and 8. miles from Folkestone served by frequent *buses—beautiful country near sandy bathing beach—theatre, dancing, etc, in Felkestone—ac- commodation to suit all purses—only i3 hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 1s. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 1051.) Join N.F‘S. Learn to fly. Fly whem you wish. Southern Aero Club. Cop haroieh Avro Tuition, no waiting list. “B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying offer unique facilities for learning to fly cheaply and quickly. The popularity of the School is confirmed by the increasing number of pupils turned out monthly. Write for full particulars of the most go-ahead organisation for flying instruction. Rates £2 10s. an hour. Trial lesson 15s. No entrance fee. No subscrip- tions. Five Moths. Experienced Instructors. Perfect aero- drome. Accommodation near aerodrome. Reading Aero- drome. Sonning 114. The De Havilland School of Flying, Stag Lane Aerodrome, Edgware, Middlesex. Fourteen machines: Nine Moths, five advanced training machines. Seven Pilot Instructors. Lecture Classes, Restaurant and Recreation Pavilion. ‘The largest and most up-to-date civilian organisation for flying tuition in the British Empire. As Fitted t» the aa OE Air Lines, Fairey Aviation Long Distanc: Monoplane Machin s used by Sir Alan C »bham, K.B.°., A.F.C. Also the Plane used by Mr. Hinkler to Australia. And as fitted to the ** Golden Arrow’ and “* Miss England.’’ Petro-Flex is a light, flexible Tubing which is impervious to the action of Petrol, Benzol, or Oil, and is e" tirely unaffected by es cessive vibration. — It Bives the most reliable connection berween ‘ark and Carburettor for Motor Cars, Cycles, Lorries, Aircraft, etc. Prices on reques'. HOBDELL, WAY & CO., LTD. 20, ST. CLARE ” STREET, MINORIES, LONDON, E.1. "Phone: Royal §022 (4 lines). Telegrams : ‘’ Hobnails, Ald, London.” The Unbreakable _ {£fetre! Tubing Unequalled Value Brilliant Performance and Absolute Dependability ..-make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO BROOKLANDS FOR NEW MOTHS Amy Johnson's is a GIPSY MOTH. Chichester (taught by BROOKLANDS) used a GIPSY MOTH. You can purchase machines identical with these at BROOKLANDS. You can take advantage of the BROOKLANDS FREE-SERVICE PERIOD, giving your aircraft a longer life and yourself a happier one. PART EXCHANGES (CARS or AIRCRAFT). HIRE PURCHASE. STANDARD - - . £595 METAL - - - £675 £1,000 PUSS MOTH - - FOR NEW MOTHS, BROOKLANDS SCHOOL OF FLYING LIMITED. BYFLEET 436-7. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1056 The Aeroplane May 28, 1930 AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome. Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. ’Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London, W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (¥7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- splinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ’phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 6280 WAINWRIGHT'S ‘Phone, Museum 6280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 12/6. All-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted ‘“ Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece Hned, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool] lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin fying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money refunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, vr. (Dept. G) 124, GT. PORTLAND ST., LONDON. W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. Wainwright’s, 300-302, Euston Road, SITUATIONS VACANT. Experienced B Licence Pilot required. Joy Riding and In- struction. Permanent job. Apply full particulars. Box No. 5827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Required, Ground Engineer. A. and C. Licences. Le Rhones and Avros. Apply Box No. 5830, Tae AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Fitters and Woodworkers wanted immediately. Desoutter Aircraft Co.. Croydon Aerodrome. Wanted an Aviator with own machine for exhibition flying. Write Box No. 5835. THE AEROPLANE, Cannon House, Pilgrim Street. E.C.4. Apply SITUATIONS WANTED. Aero-engine Fitter and Tester, age 28, ex-R.A.F., requires situation. Good references. Box No. 5838, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Ex-Aircraft Apprentice, Aero-engine mechanic, desires situation at home or abroad. Six years’ experience with Napier II.B, Jupiter IV, Jaguar, Lynx, Gipsy, Falcon II. etc. Box No. 5840, THE AEROPLANE, Cannon House, Pilgrim Street. E.C.4. Pilot “B,” at present engaged joy-riding, desires position more prospects. Good references. Box No. 5837, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4 Sjt. Fitter, R.A.F., due for discharge July 1. Ground Engineer’s Licence A. and C., requires situation. Box No. 5839, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. South America.—Keen practical business man, with thorough knowledge, Latin temperament, speaking the languages and additionally an active first-class pilot and instructor, seeks appointment in responsible position with sound British aeronautical concern, anxious to develop their business in South America. Ability, initiative and integrity guaranteed. Box No. 5836, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Secretarial Appointment sought by young man keenly in- terested in Aviation, age 28, Secondary School Education, speedy shorthand-typist, certificated book-keeper, sound prac- tical all-round experience, 7 years’ car-driving experience. Box No. 5833, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. REPAIRS. Brookland for Overhauls and Repairs. Engines—Thomson and Taylor (Brooklands) Ltd. ’Phone Byfleet 436-7. Aircraft—The Brooklands School of Flying Ltd. Byfleet 436-7. *"Phone TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. MISCELLANEOUS. Aviation Publicity.—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Postcards in colours. Two new series. (1) Civil. (2) Service. 1s. per set of six. Postage 2d. Air- craft and General Fine Art Co.. East Grinstead, Sussex. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ‘Phone 0365. Hampton.—Charming old cottage residence to be _ let furnished for one year at low rental to careful tenant. Two sitting rooms, Five bedrooms. Good garden and garage. Two miles from Hanworth Flying Club, five miles from Heston Aerodrome. Electric light, power ana gas. Com- pletely modernised. Hemming, Pound Cottage, Hanworth Road, Hampton. BRIGHTON GALA WEEK. In connection with the above, an assembly of FLYING BOATS and SEAPLANES will be held at Brighton on Monday, June 3oth, or Tuesday, July rst. Will all owners and builders of such craft, interested, please comimunicate with :— M. H. VOLK, Hon. Organiser Aviation Section, Royal York Buildings, BRIGHTON.

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May 28, 1930 LANDING WHEELS _ Tyre Whe] Hub Tra k ‘Tyre Wheel Hub ‘Track Tyre Wheel Hub ae ates length Bore Hans SIS Leugth| Bore HABE mize mes Length Boie oe m/m Emin w/im m/m | min mm f m/im | m/m m/m 375x55 | 163 | 111.12 | 25.4 | Central] 700x100 | 112 | 150. | 38.09} Central 1000x150 | 210 | 185. |G0.s2] Central »? 195 130. 38,09 Cen'ra' i 176 1.8 44.45 Central F 1000x180 148 220. 80. Central 300xGO | 1G] 111 12 | 25.4 | Central rs 179 | 178. | 55. | 132/46 . 149 | 1s5. |55. | Central | “1. ae 31.75 trai) 650 125 | 119 | 178. | 53. 132/46 a 155 | 220. | 66.67| Centrel mae? Aes vs ta 66 aerial 7 1471178. 153. | Central} | 163] 185. | 55. | 125/60 6 188 | 120. | 34.92} Central ~ Se 575 x60 2 | 180. 9S. Ce tral 336 178 44.45 132/46 900 x 200 107 | 185. 55. Central 18) | 150 | 38.09] 104/46 : sD epee (ner " BUS | Ae oes alls eee acs Ne aie : 750X125 | 7. | 178. | 44.45 | 132/46 os 128 | 220. | 66.67] Central | ee 18SG } 12). 34.92 | Central ° : ; : c 4 92 | 185. | 55. 135/50 + 137 | 25u. | 80. Central 4 1y0 | 159 38.09} Centr il . : y . 2 ‘3 95 | 185. | 55. Ceutral i 157 | 185. | 80. Central | 600 x 75 a) me ean joie. ‘s 911178. | 38.89] 132/46 _ 902 | 185. | 60.32| Ccntral | " 8) | 150. | ‘ 112 |; 150. | 38.09 | Central | ! . 183 | 120. | 34.92 Cent-al ‘ 176 | 178. |44.45| Gentrat| 1100%220 | 134 cae ha Saeed ; 190 | 152. 38.0) } Central * 179 | 178. | 55. 132/46 o 136 | 250. , -eutral | - = ak 975 x 225 | 192 | 185. | 6032] Central | 70075 | 73] 178. | 44.45) 132/46 | go9x 150 | 161*| 185. | 55. | 135/59 ' 194°|185. |55. | 125/60 ie 79 | 178. 44.45 Central 162% 185. | 55 Geniral ; 10) | 178. | 38.09] 132/46 = 163"! 183. | 66.67| 135/30 | 1100x250 | 364 | 220. | 60.32] Central ap 101 | 178. | 31.75 | 132/46 Ze 160+! 185. | 85. 133/30 | 1250x250 | 314 | 250. | 80. | Central o» 196 178. 99 Cental in 177 185. 53. 135/50 | ? 153 304.8 101.6 Central 600x100 | 188 | 129. | 34.92] Central 7 183 | 185. | 53. | Central | 1500300 | 305 | 504.8 | 152 4| Central “, 3)t | 150. 138.09] 104/46 . 211*| 185. | 60.32] 135/50 - 306 | 304.8/ 101 G| Central | " 335) 120.) 34.92) Centrall i999x 150 | 167 | 185. |55. | 125.60 | 1525x325 | 197 | 304.8] 101.6] Central | 700X100 | 77] 178. | 44.45| 132/46 Be 174 | 250. |80. | Central f 1450x300 | 189 | 400. | 152 4 | Central | i 92/185. 135 135/50 ‘i 182 | 185. | 55. | Central " 191 | $50. | 150.3} Central S 95 | 185 55. | Central a 187 | 220. | 66.67] Central} 1750x350 | 193 | 400. | 125. | Central | as 69 | 178 38.89 | 132/46 ‘ 201 | 185. | 60.32] 125,60 | 2000x450 | 363 | 500. | 152.4] Central The Aeroplane STANDARD SIZES. See *Wheels Nos. 161, 162, 163 and 211 are of stronger type than the other wh-e!s for 800X150 tyres. t Wicel No. 169 is fitted with Ball Bearings. Grease gun equipment ts now a standard fitting on all wheels. . | (aA/NL). THE PALMER TYRE LIMITED. Contractors to the Admiralty, the War Office, and the Air Ministry, Telegrams :— Telephone :— Tyricord, Cannon, London,” 100-1 06, CANNON STREET, LONDON, E.C.4. . Mansion House 6530 (9 lines). 603 - a EEO nnnnnnnnnn ee KINDLY MENTION a THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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iv The Aeroplane May 28, 1930 19,OOOMILES IN 20 DAYS! * ; \ 66 ‘Only those familiar with aero engines will realise what a magnificent _ per- formance our Jupiter has put up. Capt. C. D. Barnard in the “ Daily Ex >ress,’’ May Ist, 1930. by her Grace the Duchess of Bedford, with Capt. C. D. Barnard and Mr. R. Little as pilots, in a Fokker monoplane fitted with a “Bristol” The record flight from England to Capetown and return in 20 days was completed Jupiter (Series XI) geared engine. = THE BRISTOL AEROPLANE Co.., LE. D.. — F.IiL T O'N BRIS OL Telegrams: Aviation, Bristol. Telephone: 3906 Bristol. Printed for AERONAUTICS LTD., by BONNER & Co. Lrp., The Chancery Lane Press, Rolls Passage, London, E.C.4;} and Published by AERONAUTICS LTp., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “ THE AEROPLANE, ” 175, PICCADILLY, LONDON, W.1. ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, C.4. Telephones: Editorial, Gerrard 65407; Advertising, Gerrard 6023; Publishing, Central 5822. ;

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- o Reeiotared @ the G. P. O. as a Newspaper. ao [Vol. XXX VITI.- No. 23. hive ShATE lh. care an, ‘Gam Meh, oad Edited by INCORPORATING AERONAUTICAL ENGINEERING CGGre ey

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i The Aeroplane THE FAIREY AVIATION COMPANY LTD. ; HAYES -» MIDDLESEX — a HIGH PERFORMANCE SERVICE AIRCRAFT ay + 405. piaiieseeby Google JUNE 4, 1930

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BAALTY Bssrsneune © JUNE 4, 19S0. Incorporating . “AL "ROPLANE “2 Aeronautical Engineering The Editorial Offices of ‘‘ The Aeroplane” are at 175, Piccadilly, London, W.1. Telegraphic Address: . Advertisement Offices: ante Subscription Rates, post free: Abroad, 3 months, 8s. 9d.; 6 months, #1 6OoCU.S.A., 1 Year, $8.50. cSt Nsaeene se? Sep sen = panna te tieny oe rn. ON The ancient and honourable City of Bristol deserves to be heartily congratulated on its Air Port, and it deserved the honour of having the said Air Port opened by a Royal Prince. Considered as an aerodrome it is certainly one of the best in the country, for though it is surrounded by hills all the hills are far enough away to allow a reasonably flat approach, and they act as wind-breakers without being close enough to cause down-currents. One has been told that the aerodrome is within ten minutes of Bristol Bridge. But one takes leave to doubt this statement, though one is prepared to admit that possibly a certain City Councillor who is a keen pilot and motorist might do the journey in the time in the early morning if there happened to be no policemen looking. Nevertheless in comparison with the aerodromes of some cities and towns in this country the Bristol Air Port is both a better aero- drome and better situated. — The actual flying at the meeting is described hereafter by Mr. Bradbrooke, so there is no need to refer to it beyond saying that considering the weather it was extraordinarily good. The thousands of spectators who gallantly came to the aerodrome through the rain and mud at any rate cannot complain that they did not see any flying. Or if they did not see it that was because too much .-atmosphere inter- - vened. The number of people who defied the weather and came to the aerodrome showed that there is intense keenness in Bristol. For though no city is more loyal, they certainly did not come all that way merely to see Prince George, whom they could have seen at very much closer quarters by stopping in the city. When one arrived at the aerodrome on Friday one was amazed at the number of aeroplanes which had arrived from the Continent and from all parts of England in spite of very bad visibility all over the country. Those who arrived at about that time were greeted by posters of one of the local papers announcing ‘The Johnsons Are Here.” Just what the Johnsons have to do with Bristol was not explained. “MINE ENEMY’S DOG, THOUGH. HE HAD BIT ME, ‘*‘ Aileron, London. 175, Piccadilly, London, W.1. — Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- 4 nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: A Home 3 months, 7s. 6d.; 17s. 6d.; Entered as second class matter at the New York (N.Y.) Post Office. Gerrard 5407. Gerrard 6023. Telephone: Telephone: Central 5822. 6 months, 15s.; 12 months, 30s. 12 months, 35s. Canada. 1 Year, $8. THE BRISTOL MEETING. And why the local paper, which is apparently allied in some way with The Daily Mail, should imagine that the father and mother of Miss Amy Johnson should be a vivid attraction to those people of Bristol who are interested in aviation is difficult to understand. Anyhow, such was ap- parently the belief, for the local paper announced that its own particular aeroplane had heen sent to Hull to fetch the Johnsons, and The Daily Mail also, one was told, an- nounced that its particular aeroplane had been sent to Hull. to fetch the Johnsons. The fact was that one or other or both of these enterprising journals hired the Avro Five which is being operated by Airwork Ltd. and sent it all the way from Heston to Hull and from Hull to Bristol for the benefit of the Johnsons. Which of course is very Kind of those newspapers and one hopes the Johnsons enjoyed them- selves. As a matter of fact we are getting rather too much Johnson these days. One sympathises with those people who have written to The Times regretting that Miss John- son is being made into a publicity stunt, and to The Daily Express pointing out that they are a little bit tired of having the name of Johnson thrust in front of their eyes whenever they open their morning paper. The Johnson situation is really rather funny. The Daily Mail having announced that it is presenting £10,000 to Miss Amy Johnson and The Daily Sketch having opened a sub- scription list to buy her a new aeroplane, and The Daily Mail having stated that it has engaged her as its Air Ex- pert when she comes home, we shall avparently have an amusing state of affairs in which The Daily Mail’s Expert will be flying round the country in an aeroplane provided by The Daily Sketch. Which of course will mean that in any case all the other vapers will entirely lose interest.in Miss Amy Johnson, for no vaver is going into rhapsodies. over the Air Expert of another paper. One is really very sorry for Miss Amy Johnson over the whole affair, because personally she is quite a nice young woman and one does not believe that she appreciates all this SHOULD HAVE STOOD THAT NIGHT. AGAINST MY FIRE.,”’—(SHAKESPEARE—King Lear.) THE BAPTISM OF BRISTOL.—H.R.H. Prince George, of Bristol open.—(“ Aeroplane” photograph.) against the mast on the roof, declaring the Airport

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1058 The Aeroplane JUNE 4, 1930 hysteria. When she was first rushed into the public eye by an announcement in one or another of the papers that she intended to fly to Australia, long before she really had taken any steps towards doing so, and veovle in Aviation were rather inclined to jeer at her, she took the trouble to come to the office of THE AEROPLANE and explain that-really all this premature publicity was not her fault. She then impressed one as being seriously keen on flying for flying’s sake and not as being what is commonly called “on the make,” or merely out for the limelight. She wanted to do something big in aviation and she has done it, and it is a thousand piries that a newspaper should bring ridicule on the girl by trotting her parents about the country as a kind of raree show for its own nublicity purvoses. At Bristol the mere mention of the name of Johnson was received as a joke. People assured one another that “Mr. Wellworth ” who won the Aerial Derby was not Mr. Johnson in disguise, and they wanted to know why the Johnsons topped the bill when Mr. Will Hay was already on the aerodrome, and so forth. What the people who really matter think of the affair was delightfully shown by a lady of some position whose car happened to be down by the machine park when the John- sons landed. She was asked whether she would take them up to the Club house, and having left them she drove back to the people in whom she was interested at the ma- chine park. Somebody with a daily paper mind remarked to her in an awed way “I hear that you have taken the Johnsons to the Club House,” to which the lady replied “ Yes, I believe I did. By the way,—Who are the Johnsons?” So far as newspaper reports can be believed, one gathers that Mr. Johnson is in the fish business in Hull. No doubt he is an excellent fish salesman, but why The Daily Mail should regard him as a Star turn in aviation passeth human understanding. Really the British public are not quite so wet as the Mail seems to think them. Hereinbefore one has mentioned that the number of aero- planes from the Continent was one of the most striking features of the meeting. Apart from our very good friend Bajac and his “Golden Ray,” we had two very notable visitors in the persons of M. Bailly and M. Reginensi, who arrived in the same old Farman monoplane, very appro- priately with a Bristol Titan engine, in which they have already made their historic voyages to Saigon (French Indo- China) and back, and to Madagascar and back, besides going out into the Sahara to discover and pick up the crew of another Farman who had forced landed there and been lost for several days. With them came from Paris Capi- taine Bos, formerly of the French Navy and now of the French Armée de l’Air, and erstwhile French Air Attaché in‘London and quite one of the most popular of our gallant Allies. At much about the same time came Lieut. de Vaisseau Sala, the present French Air Attaché in London in his little Caudron with a 40 Salmson engine, in which he habitually flies himself between London and Paris. Alto- gether there could not have been a more popular group of French visitors than those who came to Bristol. were equally pleased to see our German and Belgian visitors. | The Bristol Aerial Derby, which Mr. Bradbrooke describes elsewhere, provided one of the most exciting finishes ever seen to a big race. Unfortunately the finishing line was distinctly in the wrong place, with the result that the machines in finishing flew right across the aerodrome as far away from the crowd as they could possibly be put. When will organisers of meetings realise that quite the most important thing to arrange is to have the finishing line of their competitions so that the machines in finishing A HELP IN TIME OF TROUBLE.— The Service Marquee of Airwork Ltd. with their Wheeler Service Lorry. at Bristol, Merris Six- And -all- fly right along the front of the crowd as close as possible? They need not necessarily fly along in front of the most expensive enclosure, but rather in front of the longest side of the enclosure, where they will be seen by the most people. People really are interested in flying in these days and their interest ought to be encouraged. The point of view of the youngest generation was beautifully put by the elder son of Mr. Herbert Thomas (who is himself at the same time about the oldest member of the Bristol Aeroplane Co. Ltd. and the youngest member of its Board of Directors). During the heats of the Bristol Derby, in which numbers of light aeroplanes were flying, Thomas Junior, whose age is somewhere about nine or ten, wanted to know what sort of speed they were doing. When he was told they were doing about 90 miles an hour, he asked contemptuously, “ Then why didn’t Daddy enter his Bentley?” Manufacturers and designers of aircraft will do well to lay that remark to heart. A lot of them are still in the motor-car state of mind and regard 90 miles an hour as quite fast. In ten years’ time when Thomas Junior wants an aeroplane of his own he will look on 150 miles an hour as slow. With that parting injunction one introduces the official report of the Meeting.—c. c. a. BRISTOL IN THE RAIN. On Saturday, May 31, His Royal Highness Prince George opened Bristol Municipal Airport in weather which showed none of the respect due to the solemnity of the occasion. The rain poured down, particularly during the ceremony, and at no time throughout the week-end was any decent weather forthcoming. This was very hard on the organisers of the best-ordered show of the year, because although enthusiasts can appre- ciate good flying in any weather, the enthusiasts, as usual, are not the people with money to spend, and the crowd, while much larger than could have been expected to stand in wet grass all the afternoon, was pitiable in comparison with the effort and talent expended on their behalf for the past two or three months. é The spade-work of a show such as the Bristol Pageant is done many weeks before the event, and we call it the best organised of the year without reservation for at least two reasons. For one thing, it really extended over two days, and accidentally into a third, which implied arrangements for visiting pilots staying overnight, their transport into Bristol, etc., and automatically trebled the work required for an afternoon, meeting from which everybody flies home at once. Also, Bristol was the first meeting to offer induce- ments to machines from abroad, and it got them to the tune of a’ dozen or so. These complications merely add lustre to the general excellence of the staff work, and the aerial traffic control was the best and safest yet seen, even if the thick weather did add a spice of excitement during the racing, which was nobody’s fault. Our journey down to Bristol was a fast and pleasant one through the courtesy of Air Union, which firm sent one of “its twelve-passenger Lioré et Olivier liners (two 450 h.p. Renault engines) to represent France. It is British-French week in Bristol, and it was a fine gesture of co-operation to send one of the Golden Ray fleet from Paris. Piloted by M. Robert Bajac, one of Air Union’s oldest and best pilots, our party flew from Croydon to Bristol in exactly an hour on Friday morning, mostly between 3,000 and 4,000 ft. in the last interval of good weather for the whole week-end. It was a new route for the French liner, as proven by M. Loukeneff, the second pilot, who came into the cabin to inquire the right pronunciation of Bath, as he wished to inform Croydon that we were flying over that city. eo | - y oe % eterna wtetith ities

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June 4, 1930 The Aeroplane 1059 fe ® ~“\] J S = S S miles on Commercial Service Or °¢4 “GFXOURTEEN Napier ROP engines in use by Imperial 10} Airways have now flown nearly © 3,750,000 miles, an average of over 265,000 miles for each ss = engine, and are still in service. — a One engine has now flown 350,000 miles—a remarkable ee tribute to the general reliability ee of the power unit and its sound os de sig 1 See Bae Sphinn oso as MAKE CERTAIN 09 OF SUCCESS BY Py INSTALLING THE NAPIER The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W’.3 1S 62, a eh A Der Ne Aer A, Le, YR WA SX ORNS ey Coy SO AS Or KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1060 VARIETY. At that early hour about a dozen machines had already arrived. Thenceforward they came much too fast to be catalogued in detail, but among the most interesting were the following :— A Darmstadt cantilever biplane with Genet Major engine, piloted by Herr R. Neininger, with Herr Fischer as assistant pilot. This machine competed with a Genet engine in the Challenge Internationale de Tourisme last year. Its wing- surface is diminutive and seems quite incapable of lifting two large men at reasonable speed, and its streamlining is extreme. By a fine flight from Frankfurt Herren Nein- inger and Fischer won the Continental Air Rallye. The Pander P2 (Gipsy engine) is a finely streamlined cantilever monoplane, which ‘Herr Leo Lammertz flew from Cologne in one day. The Caudron low-wing monoplane (80 h.p. Salmson), which M. Delmotte, chief Caudron test pilot, brought in on Thursday. . Two St. Hubert cantilever parasol monoplanes (Walter engine), brought from Belgium by Comte Jacques d’Ursel and Comte Arnold Looz-Corsmaren, each with a passenger. [The former presumably a relative of Ursel de Bailleul, commonly called in England Russell of Balliol, who founded that ancient college and the great English and Irish Russell families.—c. Gc. G.] ' By the time the Pageant was well under way nearly 150 aeroplanes were in the machine park and about 40 types were represented. It must be said that, for this meeting, parasol monoplanes were immeasurably the most popular, and for large portions of the time each of this type looked like a domestic fowl extending parental protection over a numerous and dripping brood of visitors. . THE ROYAL OPENING. After. arriving at Filton by air, and performing other duties of Royalty during the morning, Prince George came to Whitchurch at 15.00 hours with a long escort of motor cars. Mr. Walter Bryant, Lord Mayor of Bristol, requested His Royal Highness to declare the airport open, and said that the City of Bristol fully intended to reproduce in the air her adventurous maritime history. He looked to the day when. the airport should be the Gateway of the West and a centre of air traffic in mails, passengers and goods between Ireland, Europe and America. Prince George replied that but little imagination was needed to visualise a busy future for the airport. Like his brothers, he used flying a lot in his concerns and knew something of its value. Already the West of England was known as a centre of the Aircraft Industry, and the home of the famous Bristol Fighter of war fame, besides other world-famous engines and aircraft. He hoped that the citi- zens of Bristol would be among the first to reap the advan- tages of air traffic to all parts of the world and use it in the way which had made the city famous in marine venture. The speeches were spoken into the microphone on the roof of the club-house and broadcast to all enclosures by the clearest broadcasting mechanism one has yet heard at such an event. [Which were made by Philips, the lamp people, who are a Dutch, firm.—c. c. G.] THE PAGEANT. The parade of aircraft was lined up ready to file past the expensive enclosures, take-off and fly a circuit. The dlis- tance to the cheap enclosure was so great that its occu- pants got no close-up view on the ground, which was a great pity, but perhaps excusable under the circumstances. The parade was splendidly representative of types and must have been one of the most interesting events. of the show to those at all interested. To many adults each aeroplane is merely a curious struc- ture, slightly queerer than its predecessor, but always with a noisy engine in front. The younger generation is a far more avid collector of details, which are fondly remembered and argued about. On Saturday the parade was a veritable motile museum, and included the following :— Comper Swift (A.B.C. Scorpion, 40 h.p.), D.H.53 (Bristol Cherub, 32 h.p), Klemm (Salmson, 40 h.p.), Bluebird (Gipsy, 100 h.p.), Moth (Gipsy, 100 h.p.), Avian Sports (Cirrus- Hermes, 115 h.p.), Parnall Elf (Cirrus Hermes, 115 h.p.), Puss Moth (Inverted Gipsy III, 120 h.p.), Breda (Gipsy, 100 h.p.), Desoutter (Cirrus Hermes, 115 h.p.), Avro 504k (Le Rhone, 110 hip.), Spartan (Cirrus III, 95 h.p.), Handley Page “Gugnunc” (Armstrong Siddeley Mongoose, 160 h.p.), Darmstadt (Genet Major, 110 h.p.), Pander P2 (Gipsy, 100 h.p.), Caudron (Salmson, 80 h.p.), Lioré et Olivier (Two Renault, 450 h.p.). : Among the types on the ground but not represented in the parade were Handley Page 12-seater (two Napier Lions, 450 h.p.), Siskin (Armstrong Siddeley Jaguar, 450 h.p.), Bris- tol Bulldog (Jupiter, 500 h.p.), Westland Wapiti (Jupiter, 500 hip.), Fairey ITIF (Napier Lion, 550 h.p.), Blackburn Lincock (Armstrong Siddeley Lynx, 220 h.p.), D.H.9, (A.D.C. Nimbus, 300 h.p.), Farman monoplane (Bristol Gnome- The Aeroplane LS RRR ee THE OPENING CEREMONY.—His_ Royal being cheerful under difficulties. Highness Rhone Titan, 240 h.p.), Caudron Parasol (Salmson, 40 h.p.), Romeo 5 (Fiat, 80 h.p.), Widgeon (Armstrong Siddeley Genet, 85 h.p.; Cirrus III, 95 h.p., and Cirrus Hermes, 110 h.p.), Bristol Brownie (Bristol Cherub, 32 h.p.), St. Hubert (Walter Vega, 65 h.p.), Avro V (three Genet Majors), Fokker Universal (Wright Whirlwind, 200 h.p.), D.W.1 (Hispano- Suiza, 170 h.p.), Avro Baby (Cirrus I, 60 h.p.). Sq. Ldr. Tom Harry England demonstrated the Handley Page machine which was entered for the Guggenheim Safety Com- petition and showed that remarkable results had been achieved in speed range and controllability. Under inspec- tion on the ground the machine appears obviously too shot through with gadgetry to be practical although its in- genuity is beyond question. It was built for a competition, which it only just failed to win, so its commercial value may rather be expected to end there. Mr. W. K. Kilsby, of the Bristol and Wessex Aeroplane Club, nobly drove his Austin through the inevitable barrage of flour bombs aimed from above by Mr. J. G. D. Armour in a Moth and S. A. Thorn in the Avian Sports. The ac- curacy of the bombing was rather remarkable this time and Mr. Kilsby only avoided direct hits by tactical driving which was slightly harder on the car than any damage from the missiles could have been. Mr. Thorn aerobated nobly and well through the rain, and Mr. Armour did some excellently crazy flying in a Moth. His landings, sideslipped right down to the last foot before Stalling to earth, were marvels of judgment and always brought him exactly alongside the control tent. Three Siskins of No. 19 (Fighter) Squadron from Duxford, did some close formation flying slightly marred by a little engine trouble in one of the machines which prevented the pilot from keeping exact position at times. THE AERIAL DERBY. The three heats of the Bristol Aerial Derby had been run off on Friday, and the three first home in each heat flew in the final on Saturday afternoon. The start was delayed because of rain and thick mist over the turning points, but at last the nine machines got away, starting with the D.H.53, flown by Flt. Lt. T. B. Bruce, who had 13 min. .02 secs. start from the scratch machine, which was a Bristol Bulldog flown by Mr. C. F. Uwins. The distance was one lap of the 32-mile course Mr. Wilfred Dancy is to be congratulated on the general accuracy of his handicapping. Eleven and a half minutes after Mr. Uwins had roared into the thick weather to the eastward Sq. Ldr. Probyn’s good, if old, Westland Widgeon (Genet engine) appeared through the western obscurity hotly attended by six more of the starters. Within four seconds after he passed the finishing line he was followed by Myr. E. B. W. Bartlett (assistant instructor of the Bristol

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Jone 4, 1930 The Aeroplane | 1061 ————— Cg / manufacturers fit Cirrus & Hermes engines in distinct types of aircraft / CIRRUS AERO-ENGINES, LTD.., REGENT HOUSE, 89, KINGSWAY, LONDON, W.C2. Telephone HOLBORN 4076 KINDLY MENTION “THE AEFROPLANE” WHEN CORRESPONDING WITH ADVERTISERS,

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1062 eet eh rss? THE MOST DISTANT VISITOR.—The Ultra-streamlined Darmstadt (Armstrong Siddeley Genet Major). and Wessex Aero Club) in a Moth (Cirrus II), Mr. R. G. Cazalet in his Widgeon (Hermes), Mr. Uwins, in the Bull- dog (Jupiter), Mr. Store in the Breda (Gipsy), Mr. F. R. Matthews in a Moth (Gipsy), and Miss Winifred Brown in an Avian (Cirrus II.) Herr Neininger in the Darmstadt followed within eight seconds, having had only 2 min. 32 secs. start on the Bulldog. As Mr. Cazalet had failed to round the Filton mark properly the three prizes went as follows: Sq. Ldr. Probyn, first, the Cup and £100; Mr. Bartlett, second, £50; and Mr. Uwins, third, £25. [Jolly hard luck on Mr. Cazalet who has been a most per- sistent and consistent amateur air-racer for the past two or three years and has not won anything like the number of races Which he has deserved to win.—c. Gc. G.] Mr. Hubert Broad in his aerobatic Moth, G-ALLT, treated the crowd to some of his usual splendid inverted flying. And Mr. Blake did some of his vertical ascending spins, or flick rolls, (twice and a half round) in the Blackburn Lin- cock, which are about the most effective trick yet seen in the air. The S.B.A.C. Cun race, for machines of associated light aerpplane clubs, had to be cancelled owing to the weather, as some of the turning points were invisible even to the custodians thereof. EVENING DIVERSIONS. That evening, at a dinner by the Bristol and Wessex Aero- plane Club, Mr. A. H. Downes-Shaw proposed the Royal toast, and another to the visitors, coupled with the names of Mr. Handley Page, M. Bouderie and Mr. Alan Good- fellow. MR. HANDLEY PAGE replied in his usual felicitous vein. He apologised to the visitors from abroad for being intel- ligible in one language only—and not always in that one when he was reported in THE AEROPLANE—and congratulated one and all on the inauguration of the Bristol Air Port being so successful that every visitor had to take some of it away With him. It was no novelty to find pioneer spirit-in Bristol, and the Bristol and Wessex Club was a fine example of ad- venturous traditions well unvheld. It was not in 50 ver cent. subsidies that airmindedness lay. People must fly them- The Aeroplane JUNE 4, 1930 selves—in slotted machines, of course—and realise that the motor-car had reached its limit. Sensible people already knew that, and travelled by air to avoid the annoyances of motor travel, which he was in a position to know, having come by motor. _M. BouperiE, of the Air Union, replied briefly with thanks for the reception given to himself and his colleagues. Mr. GOODFELLOW commiserated feelingly with the Bristol Club Committees whose work had been ruined by the rain. He knew the months of effort entailed, and offered the sin- cere thanks of all visiting pilots for the admirable arrange- ments that had been made for them. He congratulated Bristol and the West Country on their excellent showing in the Aerial Derby, in which two Widgeons from Yeovil, a Bulldog from Filton, and a Bristol Club Moth had been the first four over the line. Mr. Handley Page distributed the prizes during the dance Which followed, which dance was given by the Brolac Ath- letic Club, which is composed of the employees of John Hall and Sons Ltd. In addition to the prizes for the Bristol Derby he was called on to present the Rallye Cun to Herr Neininger, and the £15 which went with it. This winner was loudly applauded, for the fine flight from Frankfurt and for a very sporting effort in the Derby under rather a heavy handicap. M. Jacques Mans, in a St. Hubert monoplane, of Belgian registry, was awarded the second prize. Special gifts of silver cigarette boxes were presented to M. Robert Bajac, pilot of the Rayon d’Or liner, in recog- nition of his contribution to aviation during his long service, and in appreciation of his attendance at the Pageant; and to M. Delmotte, Caudron test pilot, for a fine flight from Paris. Dancing continued until. Sunday morning. Except for a few of the wise, such as Miss Spooner who flew to London in the clear early morning, the assembly remained fog-bound at the airport until afternoon. The impromptu lunch was one of those sights which adds Spice to aviation. Damp pilots and passengers ate what sandwiches they could and wravved uv more for the journey, THE GUGNUNC,—The Handley Page Ultra-slotted Biplane (Armstrong Siddeley Mongoose), which nearly won the Guggenheim Competition, ote Google |

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The Aeroplane 1063 JuNE 4, 1930 The ATLAS TWO-SEATER § | fee An Aircraft with many applications. THE Atlas 2-seater steel aeroplane has been used for three years as standard equipment for the Royal Air Force. It has a wide field of application and can be used for army co-opera- tion duties, for advanced two-seater training and as a seaplane. It is available with the Jaguar or Jag ar Major engine, with which it becomes a two-seater fighter of outstanding quality. SIR W. G. ARMSTRONG WIIITWORTE. AIRCRAFT LIMITED Works and Aerodrome: Whitley, Coventry. London: 10 Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Seeeie Google

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1064 The Aeroplane JUNE 4, 1930 if and when it became possible. Mr. Handley Page spread a large piece of paper for his provision, and during his search —no doubt for a slotted bun with jam in it—his wrapping disappeared and eventually flew to Croydon round the ham sandwiches of M. Bajac. M. Marcel Desoutter, we note, likes cakes with icing.—F. D. B. The arrangements for service and aid to all and sundry in matters mechanical was excellently looked after by Airwork Ltd., of Heston. A tent weli supplied with spares for Moth aircraft and Gipsy engines, besides other of the most used varieties, was in the machine park and the Airwork Service lorry gave mobile assistance when needed. Members of the ne Havilland mechanical staff used the service tent as their ase. Further arrangements are being made by the Bristol Corporation for a permanent service station operated by Airwork Ltd. at the Bristol Airport, at which major over- hauls and repairs will be done for all and sundry,—on en- tirely friendly terms with the Bristol Club and with Merlyn Motors Ltd., who are the local agents for Moths, Compers, and such like. The one saddening feature of the meeting was the absence of the staff of Pratt’s Motor Spirit.. Apparently there is some sort of agreement between the Big Chiefs of the petrol firms by which they bind themselves to do or not to do certain things in a business way. Because of some breach of this agreement Pratt’s were penalised and were not allowed to go to Bristol. The result was that pilots who wanted Pratt’s could not get it, and, sadder still, the pleasing presences of Flt. Lt. Rose and Mr. Handstock were missing from the aerodrome and from the subsequent parties. Moreover, the public did not see the elegant flying of Flt. Lt. Rose, which is always so entertaining. One ventures to suggest that if such a breach happens again a cash fine would meet the case better, and would not interfere with the liberty of the subject in a purely personal capacity. THANKS. The organisers of the Bristol International Air Pageant, which was held on May 31, wish to express to all visiting pilots their great appreciation of the manner in which competitors, demonstrators and visitors enabled the pro- gramme to be carried through, in spite of the unfortunate weather conditions. The fact that the curtailed programme was completed was mainly due to the cheerful co-operation and spirit of endurance of the visiting pilots, to whom weather conditions appeared to be of small importance. THE CORRECT METHOD. Sir Alfred Hollis, the new Governor of Trinidad, made an aeroplane flight round the island on Mar. 25 and inspected the damage done to an extensive area by bush fires. ANOTHER RECORD. A Reuter telegram from Glendale, Cal., states that Captain Roscoe Turner fras succeeded in lowering the record for a non-stop westward flight across the American Continent. Captain Turner is stated to have done the flight in 18 hrs. 43 min. 34 sec. There is no mention of the starting place of the flight which apvarently finished at Glendale. The record was previously ‘held by Captain Frank Hawks, who flew on June 27, 1929, from New York to Los Angeles in 19 hrs. 10 min. 32 secs. ie tees : ee, . bts eh ee Ten pa i SS Bg THE KING’S BIRTHDAY HONOURS. The King’s Birthday Honours List contains tne tollowing names which are connected with Aviation:— BaRONET :—Royce, Frederick Henry, Esq., O.B.E., M.I.M.E., M..LE.E., M.I.A.E., Founder, Director and Chief Engineer of Rolis-Royce, Limited. KNIGHT :—McAnally, Henry William Watson, Esq., C.B., J.P., Prin- cipal Assistant Secretary, Air Ministry. THE ORDER OF THE BRITISH EMPIRE, Johnson, Miss Amy, in recognition of her AuStralla. O.B.E. (Civil Division): Downes-Shaw, Archibald Havergal, Chairman of the Bristol and Wessex Light Aeroplane Club. A ROYAL SPORTSMAN. His Royal Highness The Prince of Wales has entered a Hawker Tom-Tit (Armstrong Siddeley Mongoose engine, 165 h.p.) for the King’s Cup Race. The pilot will be Sq. Ldr.. D. S. Don,’ M.V.O., and the navigator will be Flt. Lt. H. W. Heslop,—both of No. 24 Communication Squadron, Northolt. A ROYAL VISIT TO YEOVIL. On May 30 His Royal Highness the Prince of Wales landed on the Westland Aircraft Works aerodrome in his private Moth piloted by Sq. Ldr. Don. Accompanying him was Admiral Sir Lionel Halsey piloted by Fit. Lt. Fielden. Tne Prince arrived at 18.00 hours on his way from Torquay to Hendon, and was quite unexpected. The works were closed, but Mr. R. A. Bruce, Managing Director, Fit. Lt. Paget, and Mr. Byron were on hand to welcome the Royal party and senior members of the staff were rapidly collected to take the Prince for a tour of the shops, in which his Royal Highness was naturally interested because he has flown so many thousands of. miles in Westland Wavitis with Bristol Jupiter engines. Before leaving about an hour later the Prince and his party were entertained to an impromptu tea in Mr. Bruce's office. DON’T FLY LOW. The Air Ministry draws attention to the fact that low Division) :— flight to C.B.E. (Civil outstanding Esq., ‘flying in the past has considerably interfered with the con- trol of the horses at two great occasions. The notices read :— Rehearsals for the Aldershot Tattoo are taking place daily at the Rushmoor Arena, N.W. of Aldershot. The Tattoo will be held from June 17 to 21 inclusive. Pilots of aircraft are requested to avoid flying low in this vicinity during the whole of the above period. Horse racing will take place at the Epsom Downs Racecourse from June 3 to 6 inclusive. Pilots of aircraft are requested to avoid flying in the vicinity of the Racecourse at a lower altitude than 2,000 feet, when racing is in progress. IMPORTANT DATES. 7—9.—Gliding Meet at Itford Hill. 9.—N.F.S. Meeting at Reading. 9.—Northamptonshire Aero Club's 10—15.—F.A.I. Conference, Paris. 14.—Manston Garden Party. June 14.—Royal Tournament at Olympia June 19.—N.F.S.. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks Cup at Heston. June. 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aero- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. June 30.—Flying-boat and Seaplane Assembly at Brighton. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 9-——12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—Hanworth Garden Party, July 20—Aug. 7.—International Touring Competition, starting from Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club) (with R.A.F. support). Sept. 1—6.-—-International Congress on Air Navigation at The Hague. Sept. 6.—Official opening of Mr. Lindsay Everard’s private aerodrome at Ratcliffe, Leicester. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support), Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris. June June June June June Meeting at Sywell. ends. THE AIR PORT OF THE WEST.—The Club House, the Main Sheds, and, on the right, the Showroom of Merlyn Motors Ltd.

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The Aeroplane © er WORLDS ECORDS OF THE ARMSTRONG SIDDELEY GENET AND GENET MAJOR ENDURANCE. Light Aeroplanes, 3rd category, single seaters, weight 200-350 kgs. —————— (440-770 lbs), distance in a straight line, July 17th, 19293 D. S. Zimmerly, Barling, U.S.A,, N.B.3 80-88 h.p. Genet, 2,500 kms. (1.553 miles). HEIGHT. Light aircraft, 3rd category (single seaters weighing less than ——s 350 kegs). Altitude (France), Albert monoplane fitted. with 80-88 h.p. Genet engine at Le Bourget, February rith, 19303 7,730 metres (25,509 ft.). Class C. First category Light Aircraft up to 400 kgs. 2-seater, Aircraft D.13 of the Darmstadt Flying Academy with 100-110 h.p. Armstrong Siddeley Genet Major engine, on the 21st April, 1930, at Darmstadt; Height, 7,521 metres (24,819 ft.) SPEED. Class C. First category Light Aircraft up to 400 kga. 2-seater, Aircraft D,18 of the Daimstadt Flying, Academy, with roo-r10 hp. Armstrong Siddeley Genet Major engine, on the 23rd April, 1930 at Darmstadt; 214.848 kms, (134.3 miles) per hour over 100 kms (62.5 miles). ARMSTRONG SIDDELEY GENET ENGINE FLOWN ae bb for Light Aircratt KNOWN |. est: for Lig prcrakt ALL | | OVER ARBISTRON G SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND THE and 10, OLD .BOND -STREET, LONDON, W.L, . en —— WORLD. or KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. t

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1066 The Aeroplane JUNE: 4, 1930 Pilots speak with enthusiasm of the ‘‘Bristol” Bulldog All-Steel Single- Seater Fighter because it combines the splendid combination of a high performance aeroplane capable of every ‘‘stunt” and mancuvre, yet easily flown by any pilot. The all-steel structure also gives strength with lightness, reduces maintenance cares and makes repair a matter of simplicity and ease, ST THE BRISTOL AEROPLANE CO., LTD. ———————— a et Telegrams: ‘‘Aviation, Bristol... —————————————_-. FILTON — BRISTOL, ————— Telephone: 3906 . Bristol. nn KINDLY MENTION “'THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JuNE 4, 1930 THE ROYAL The. Aeroplane 1067 AIR FORCE. The London Gazette. Air Ministry, May 27. ’ Roya, AIR FORCE. GENERAL DoTIES BraNncH.—Filt. Lt. I. E. Brodie is granted a perm. comn. in this rank (May 1). The following are granted perm. comms. as Pit. Offs. on probation with effect from and with ‘seniority of May 19:—363771 Sjt. W. C. Sheen, 363737 Sjt. H. V. Satterly, 363571 Sjt. D. D. Christie. i Lt. J. P. Domvile, R.A.R.O., is granted a S.S. comn. on the Sup- plementary List as a Fig. Off. with effect from May 16 and with seniority of July 16, 1921. The following Pit. Offs. J. E. Beynon (Mar. 14); G. S. King (Apr. 8); J. D. H. Slade (Apr. 12); R. I. Johnson (Sec. Lt., T.A.) (May 2). Plt. Off. on probation F. N. Hemphill relinquishes his S.S. comn. on account of ill-health (May 28). The.S.S. comn. of Pit. Off. on probation E. H. Jennings is terminated on cessation of duty (Mar. 27). StoRES BRANCH.—Flg. Off. A. Amy is transferred to the Reserve, Class B (May 28). RESERVE OF AIR FORCE OFFICERS. GENERAL DuTIES BraNcH.—The following are granted comns. in Class A.A. (ii) as Plt. Offs. on probation:—I. R. Scott (May. 12): E. Cramp (May 15). Fig. Off. J. C. Joynt is transferred from Class B to Cluss C (Avr. 20). . are promoted to the rank of Fig. Off.:— M. P. O'Reilly (Apr. 8); 67th Fd. Bde., R.A., Appointments. Week ending June 2. GENERAL Dutirs BrancH.—Wing Commander J. A. G. De Courcy,. M.C., to H.Q., Coastal Area, for Engineer Staff Duties, 14/5. - Flight Lieutenants E. H. D. Spence, to R.A.F.' Training Base, Leuchars, 27,4. WN. Young, to No. 441 (F.S.R.) Flight, 27/4. G.C. A. Armstrong. to No. 1 F.T.S., Netheravon, 18/5. Base, Calshot, 20/5. T. G: Bird, to No. 16 Sqdn., Old Sarum, 26/5. A. H. J. Howlett, to R.A.F. Depot, Uxbridge, 16/5. J. H. C. Wake, to H.A.D., Henlow, 19/5. C. Guppy, to Oxford University Air Sqdn., 21/5. Flying Officers S. F. Cole, to No. 1 School of T.T. (Apprentices), Halton. 29/4. H. G. Wisher, P. J. Stapleton, and W. L. Freebody, to H.A.D.. Henlow, 26/4. R. J. Cooper, to No. 4 F.T.S., Egypt, 17/5. M. Griffiths.- to No. 607 Sqdn., Usworth, 6/5. P. MacG. Watt, to C.F.S.. Wittering. 14/5. J. P. Domvile, to R.A.F. Depot, Uxbridge, on appointment to. a S.S. Comn., 16/5. Pilot Officers K. A. K. MacEwen, to No. 19 Sadn., G. H. Clarke, to No. 17 Sqdn., Upavon, 16/5. MEpIcaAL BRANCH.—Squadron Leader A. Briscoe, Uxbridge, 30/4. Flight Lieutenant G.’ W. McAleer, A Fatal Accident. The Air Ministry regrets to announce that as the result of an accident at Barholm, Lincolnshire, to an Avro machine of the Central Flying School, Wittering, on May 26, FI.-Off. Vincent Humphries Nicolay was killed and FI. -Off. Philip ne Luxton, the pilot of the aircraft, was dangerously injured Duxford, 8/3. to R.A.F. Depot, to H.A.D., Henlow, 19/6. R. E. Meek, to R.A.F. . The King’s “Birthday Honours. ~The following officers and men of the Royal Air Force are among those on whom honours have been conferred on the occasion of His Majesty’s birthday:— THE ORDER OF THE BATH, K.C.B. (Military Division): —Air Vice- Marshal David Munro, C.B., C.I.E., M.B., Ch.B., F.R.C.S. (E), R.A.F. (Retired). THE ORDER OF THE BRITISH EMPIRE :— C.B.E. -(Military Division):—Whittingham, Wing Cdr. Harold Edward, M.B., Ch.B., P.R.P.P.S. (G), M.R.C.P. (E), D.P.H., D.T.M. and H. O.B.E. (Military Divisions alee: Wing Cdr. W.; Leedham, Sq. Ldr. Hugh; Bishop, Sq. Ldr. Alan George, A.F.C. M.B.E. (Military Division):—Bailey, Fit. Lt. Sidney James; Box, No. 472 S-M. Alfred, 1st Class; Lamdin, No. 798 S-M. Frank, Ist Class; Fears, No. 7677 S-M. Laurence Richard, ist Class. The British Empire Medal:—For Meritorious Service: No. 358497 L-AC. Arthur Horace Street; No. 2172 OFgREY Room Sjt. Fazal Ahmed, Aden Protectorate Levies. Bar to Air Force Cross: Orlebar, Sq. Ldr. Augustus’ Henry, A.F.C. Air Force Cross: Lees, Sq. Ldr. Alan; Lock, Fit. Lt. Henry George Watts, D.F.C.; Wardle, Fit. Lt. Alfred Randles. Royal Red Cross (First Class): Watt Miss Katherine Christie, Matron, Princess Mary’s R.A.F. Nursing Service, in recognition of exceptional devotion and competency displayed in Royal Air Force hospitals at home and in ‘Iraq. Royal Red Cross (Second Class): Hunter, Miss Esther Wilson, Sister, Princess’ Mary’s R.A.F. Nursing Service, in recognition of special devotion and competency in the performance, of nursing duties in the Palestine General Hospital, Sarafand. The Royal Levée. By command of the.,King. a Levée was held at St. James’ Palace on June 2 by -the’Prince of Wales on behalf of His Majesty. Among those in attendance upon His Royal Highness was Air Marshal Sir Edward Ellington, Principal Air Aide-de- Camp. The following officers of the R.A.F. were among those presented to the Prince of Wales by the First Lord of the Admiralty :— Bradbury, Fit. Lt. John, on appointment; Buckeridge, Sq. Ldr. Norman; Chappell, Sq. Ldr. Roy, M.C., on promotion; Cooke, Wing Cdr. Gilbert, D.F.C., A.F.C., on promotion; Joubert de la Ferté, Air Cmdre. Philip, C.M.G., D.S.O., on appointment to command No. 25 Group, R.A.F.; de Satgé, Plt. Off. Martin (presented by his father, Lt.-Col. Henry de Satgé, C.M.G., D.S.O.); Dowding, Air Vice-Marshal Hugh, C.B., C.M.G., on promotion and on appointment to Command of Fighting Area, R.A.F.; Edmonds, Grp. Capt. Charles, D.S.O., O.B.E., on promotion; Fellowes, Air Cmdre. Peregrine, D.S.O., on promotion and on appointment as Director of Personal Services, Air Ministry; Findlay, Sq. Ldr. J. Lloyd, M.C. (presented by the High Commissioner for New Zealand); Fowler, Grp. Capt. Ivor, A.F.C., on promotion; Grace, Flt. Lt. Charles, on appointment; Grenfell, Sq. Ldr. Eric, A.F.C., on promotion; Heslop, Flt. Lt. Herbert, on appointment; Hull, COAST DEFENCE.—A Blackburn Blackburn (450 h.p. Napier Lion engine) deck-landing machine. The Black- burn is the equipment of several Fleet Spotter Reconnaissance Flights, R.A.F. —(“ Aeroplane” photograph.)

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1068 The Aeroplane JUNE 4, 1930 Fit. Lt. Allan, on appointment; Mellersh, Fit. Lt. Francis, A.F.C., on appointment; Mitchell, Air Cmdre. William, C.B.E., D.S.O., M.C., A.F.C., on promotion and on appointment as Director of Training, Air Ministry; Nanson, Grp. Capt. Eric, C.B.E., D.S.C., A.F.C., on Promotion; Nicholl, Grp. Capt. Hazelton, C.B.E., on promotion; Pattinson, Grp. Capt. Lawrence, D.S.O., M.C., D.F.C., on promotion; Primrose, Grp. Capt. William, D.F.C., on promotion; Reid, Fit. Lt. Harry, D.F.C., on appointment; Richardson, Flt. Lt. George. on ap- Pointment; Rowe, Fit. Lt. Frank, on appointment; Sanderson, Flt. Lt. Alfred, D.F.C., on appointment; Spence, Fit. Lt. Edgar, on appoint- ment; Studd, Sq. Ldr. Theodore, D.F.C., on promotion; Sugden, Sq. idr. Ronald, A.F.C., on promotion; Tattersall, Flt. Lt. Alfred, on appointment; Thornton, Fit. Lt. Henry, on appointment: Vernon, Fit. Lt. Frederick, on appointment; Welsh, Grp. Capt. William, D.S.C., A.F.C.. on promotion; White, Sq. Ldr. Hugh, on promotion; Wincott, Fit. Lt. Cyril, on appointment. The Day Bomber Squadron Competition. The result of the Day Bomber Squadrons Individual Tests which were held recently is as follows:—(1) No. 12 (Bomber) Squadron, (2) No. 207 (Bomber) Squadron, (3) No. 33 (Bomber) Sauadron, (4) No. 35 (Bomber) Squadron, (5) No. 100 (Bomber) Squadron. No. 12 (Bomber) Squadron is stationed at Andover and is commanded by Sq. Ldr. F. H. M. Maynard, A.F.C. It is equipped with the Fairey Fox. _ The Sassoon Trophy Competition. The annual competition between Fighter Squadrons of the Air Defence of Great Britain for the Sassoon Trophy will not take the same form this year or in future that it has taken in the past. In previous years’ this competition has consisted of a race between one representative of each of the Fighter Squadrons with the machines handicapped according to type. Last year an additional handicap was placed on the competition by means of a competition among the ground crews of the machines. The authorities have come to the conclusion that a contest of more value in promoting efficiency could be devised and Sq-Ldr. the Rt. Hon. Sir Philip Sassoon, who presented the Trophy, has agreed that a change shall be made. Officers’ Leave. An Air Ministry Order states that the maximum amount of accumulated leave which may be taken by officers after return to home establishment will be further reduced to 60 days in regard to officers arriving home on or ‘after Oct. 1, 1931. This reduction will not apply to short-notice or medium-service officers returning home at the conclusion of their active list Service to. whom the maximum of 91 Gays will apply. A further order will be issued regarding the leave of officers posted to home establishment from India. Pe nee % Sy Sat ay IMPERIAL DEFENCE.—Supermarine Seagull Flying-boats (Napier Lion engines) of the Aircraft in Coast Defence. The Essay which won the Gold Medal of the Royal United Service Institution for 1929 anpears in the current issue of the Institution’s Journal. The subject was “ The Role of Aircraft in Coast Defence” and the winner, Wing Commander C. J. Mackay, MC., D.F.C., was also awarded the first Trench-Gascoigne Prize. Wing Cdr. Mackay, then a Flight Lieutenant, won the Gold medal in 1921, when the subject was “ The Influence of the Future of Aircraft on the Problem of Imoverial Defence.” With the exception of a number of excisions necessitated by Official requirements and considerations of space, Wing Cdr. Mackay’s Essay is published in full and it should be read carefully by all those who vrovose to make the Royal Air Force their career. The Author is moderate in his claims for the Air Arm and has treated the subject from the broadest possible point of view. He discusses Coast Defence in its relation to Imverial Defence and not merely as a ques- tion of the invasion of these shores, and says that it is upon the Fleet and not uvon coast fortification that the security of the British Empire rests. Examining the history of the gun he arrives at the fol- lowing conclusions :— History supports the view that the big coast-defence gun is an effective deterrent against most forms of attack. Against air attack, however, it is powerless. It requires air observation to be effective against ships, and, in that it is immobile, it is liable to lock up large sums of money in a distant part of the world which may never be the scene of a war in which the British Empire is involved. Whatever the conditions of the past, the state of our finances to-day forbids the erection, in numerous parts of the world, of steel and concrete monuments of our determination to deter. Dealing with the anti-aircraft gun he says that it lacks deterrent power, for it is an axiom of air power that anti- aircraft fire alone will not prevent a determined attaek from reaching its objective. In the case for the aerovlane in coast defence he says that its role is not necessarily universal. What might apply to Singapore would not necessarily appvly to Malta. He does not attempt to prove that the aeroplane is a substitute for the small armament of all bases. But he claims that the ideal deterrent is the big gun and the aeroplane and that but for the urgency of economy it would be unnecessary to suggest the substitution of the one for the other. The result of the inaccuracy of the bomb during the War had been a tendency in Fleet aviation after the War to abandon the bomb in favour of the torpedo. The percentage of hits obtained in air torpedo attacks since 1921 suggested that the aircraft torpedo could be discharged with consider- able accuracy and that if, as was the accepted figure, six > .~ v ~* Royal Australian Air Force flying over Hobart, Tasmania.

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oi oer ee ey A en a OEITee OF 5 86 ee June 4, 1930 This machine is the outcome of 21 years’ manufacturing experience .... Price £795 LACKBURN BLU Sole World Distributors : : AUTO-AUCTIONS : | The Aeroplane Aerodrome at Heston. 1069 SIDE-BY-SIDE ‘““Well, goodbye Peggy. Cheeroh, Jim. Shall I swing your prop?” “Don’t worry old boy. Peggy does that.” “Oh come! You don’t mean to say you let—” “Well, she presses the self-starter. Same thing.” ‘‘Self-starter? Self-starter? What marvellous machine is this? Side-by- side seating, all metal construction, luggage in the boot, self-starter! Is this a ’plane, or a motor car?”’ “It’s a “plane, with some of the better points of a motor car!” 3 “*I must talk about this machine of yours. Blackburn Bluebird you say. : What’s she like to fly?” “Lovely. Simply that. Light, fast, reliable to a degree.” | ‘& Um, Blackburn Bluebird, eh? ”’ - “'That’s it. And now we'll be off. You run away and start talking! ”’ | “Well, it’s certainly something to talk about.” AUTO-AUCTIONS LIMITED, Burlington Gardens, opposite Burlington Arcade, Bond Street, W.1. Telephone: Victoria 8761 Agency territories available. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1070 The Aeroplane JUNE 4, 1930 hits would put a battleship out of action, there was every reason to suppose the torpeao-bomber to be a deterrent in coast defence. of air attack at sea was that, in order to deliver the projectile against the target, the aeroplane was compelled to descend almost to the level of the sea thus sacrificing its three- . dimensional mobility. The Author considers that the true weapon of the aero- plane in coast defence is the bomb. In using it the aero- plane retains its three-dimensional advantage and presents a difficult target to the anti-aircraft guns of the ships firing from unstable platforms. In destructive power the bomb en- joys distinct advantages over the torpedo. The question of accuracy had been re-opened on a Scientific basis since the War, and during the recent Centurion trials the percentage of hits obtained by the two bombing squadrons had exceeded that obtained either by shiv or shore guns against the same target. : Regarding weather conditions the Author points out that the only weather which would prevent the operation of land- based aircraft was fog, and fog would also prevent bombard- ment by hostile ships. In the case of night bombardment the aeroplane was a deterrent against attack and the big gun was not. The reader is reminded that deterrent power is not confined to the infliction of damage but also implies instant readiness for action. The economic contention that to defend a base aircraft need not be permanently stationed in its vicinity is imprac- ticable because, the Author states :— Statesmen have a marked aversion to any obvious movement of forces, even for purely defensive purposes, at a time when relations are Strained, and which might compromise their efforts towards peace. There is, therefore, the danger, if aircraft are not kept permanently at the most vital places, that when required they will not be there in time. After discussing the various problems relating to the de- fence of the Dominions, the indiscriminate bombardment of coasts and raids on fortified naval bases from the land Side, the Author adds in conclusion :— The truth is that neither the Pact of Paris nor the League of Nations can prevent war, but they do serve the fine purpose of making war more difficult. Unfortunately, they make more difficult also the task of those on whom responsibility for the defence of this Empire rests. This difficulty is apparent in the increasingly. vigorous reduction to which defence votes are subjected. In times such as the Present, therefore, it is essential that the activities of all three Services be correlated to derive the maximum advantage from the limited funds available. ‘Finally he says:— The role of the aeroplane in coast defence, therefore, is to pro- vide reliable but economical assistance to the Royal Navy and sea power, upon which, in the issue, the future of the Empire rests. The R.A.F. in India. The Times Special Correspondent in Peshawar, in a mes- sage dated May 29, states :— The Royal Air Force carried out another bombing raid on the hidden caves and barren nullahs where Badshah Gul, the Haji's son, with his followers, is still in hiding. The sound of distant bombard- ment may be heard in the Peshawar bazaars, where old men with long memories shake their heads, deploring the folly of the move of linking the tribesmen with Hindu agitators from the South. Aircraft Carrier Movements. H.M.S. Arqus, one of the aircraft carriers of the Atlantic Fleet, has been reduced to Reserve and is undergoing repairs The real objection to the torpedo as a weapon, at Devonport. H.M.S. Courageous is also at Devonport undergoing a re-tubding refit which will not be finished until September when the re-tubing of H.M.S. Furious will be taken in hand. H.M.S. Furiows is now at Portsmouth and leaves for Tor- bay on June 10. She will then go to Devonport on June 16 and return to Portsmouth on the following day. H.M.S. Glorious the newest aircraft carrier has been work- ing with the Atlantic Fleet but leaves Devonport on June 12 for Malta. On Aug. 9 she will join the Mediterranean Fleet at Argostoli. The Royal Tournament. If only for the help that it gives to the Royal Air Force Memorial Fund, the Royal Tournament ought to be sup- ported by everybody who has ever served in the R.AF. The R.A.F. share of the profits of the Tournament last year was £2,300. In addition to its work for Service charities the Royal Tournament is, with the exception perhaps of the R.A.F. Display, the best show in London. And to a good many people the Royal Tournament is a better entertainment than anything aeroplanes can do. During the lunch before the Dress Rehearsal, which is the Tournament Committee’s graceful tribute to the help given them by the Press, Major-General Corkran announced with regret that the R.A.F. part of the pro- gramme could not be given before June 2 because of a bad outbreak of measles at Uxbridge. An officer of The Royal Fusiliers turned to the writer and said in tones of mock despair ‘‘I suppose you will go home now” to which one could only reply “Shan’t,” for after all only the very very young can call the R.A.F. their first love, and aero- planes are soulless things compared with horses which waltz and fox-trot to the music of the band» and gallop faultlessly through intricate movements with the guns de- spite the fact that their riders average only two years’ service and have not a medal among them. The speeches at the lunch were brief and to the point. Major-General Corkran, thanking the Press for what they had done in the past, said that, as in the last few years they had turned hundreds of people away from the Tourna- ment because there was not enough room, he did not pro- pose to ask the Press to do more than they had already done and he could only ask them not to do less. Speaking of those who thought that the Tournament was a mili- taristic show he could only say that he had seen a good many military tournaments during the past forty _years and he did not think that he had ever seen anything in any of them with a shadow of resemblance to War as he knew it. [Then obviously the Tournament has been obtain- ing money under false pretences, for every boy and girl has gone to see it because it has professed to resemble war.—c. G. G.] Mr. Tom Shaw, the Secretary of State for War said that the Tournament was fifty years old and hoped that General Corkran would be there in charge of it fifty years hence. He was a pacifist and belonged to a pacifist Government but he had never met a pugnacious soldier or sailor and he had never met a politician who was not pugnacious. There was nothing finer in the world than the sight of Well-trained young men going through exercises of a really skilful character. He had nothing to say about the Army because its thousand years of courage and courtesy spoke for itself. IN QUARANTINE.—Recruits of the Royal Air Force Depot rehearsing their Display for the Royal Tournament at Olympia from May 29 to June 14. An outbreak of measles prevented them from appearing until the second week,

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JUNE 4, 1930. Th e Ae r O p la nN Sy | 1071 Its designer, Captain Geoffrey de Havilland, 0: B.E., A.F.C., F.R.Ae.S., has been flying his own aircraft of a various types for 22 years. gees Its designer has produced more successful types of aircraft — : : than any other living designer. Pos Qs It is constructed in the largest light aeroplane factory in the world. It is the product of 5 years experience in marketing and >» perfecting one Pe oS ar Pa oe ae we S a ae hey y je is produced in a modern factory built and equipped entirely since 1920 at a cost of over £200,000. Its manufacture is supervised by 40 officially approved ‘inspectors and 8 resident technical Government officials. ~ It is estimated that the manufacture and trading alone of ~ 7 the Moth give employment to more than 5,000 persons ' . spread over nearly every civilised country in the world. Iti js powered by the world famous Gipsy engine of which median C. D. Barnard recently said in the “Star” . The Moth is wonderfully reliable and the Gipsy engine the best light aeroplane engine in the world . THE de HAVILLAND AIRCRAFT CO., LTD. Stag Lane Aerodrome, Edgware, Middlesex. PRICE from £595 Associated Companies in Canada, Australia and India. Licensees, Selling and Service Agents throughout the World. 1 - KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. |

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1072 The Aeroplane JUNE 4, 1930 The Tournament itself was quite up to its usual standard and perhaps even better as it is every year. Ali the old favourites are there, the trick riders of the 17th/21st Lan- cers whose hilarious and slightly gruesome performance does not disguise the brilliance of their horsemanship; the inter-Port Field Gun display in which the Navy hurls guns about as though they were made of cardboard; the mounted display by the Equitation School where cavalrymen are taught to undress themselves and their horses while jump- ing five-foot fences, for what war-like purpose one has never been able to discover; and the Cat-Burglary display by the P. and R. T. School, Portsmouth. One heard on unreliable authority that the following con- versation took place in connection with this last event :— Soldier: ‘‘Where do you get the men from for this stunt, are they trained at a special P.T. School like the Army?” Sailor: “No, they are all sorts, stokers, cooks, officers’ stewards and so on. he is the worst servant I have ever had. I hope he breaks his neck.” The Musical Drive of the Guns was by “J” Battery and was aS magnificent as ever and the Musical Ride by the 3rd. Carabiniers included several new dance movements, but was no less beautiful for that. A new item was a piping display by the Scots Guards, an exhilarating entertainment for those who can stand it. The combined display by the Sappers, the Gunners, the Tanks and the P.B.I. showed various methods of crossing a river. When they had finished, a Naval fatigue party very kindly came in and rolled up the river for them. The historical display by the 2nd. Batt. The Royal Fusiliers (City of London Regiment) is quite the best show of its kind that one has ever seen. They have wisely re- frained from attempting to portray a battle and content themselves with showing Detachments illustrating the uni- forms of the various periods of the Regiment’s long and distinguished History. In the final phase the _ historical detachments march past halting at the gates of the Tower. They then turn inwards and present arms to the present- day detachments which pass through their ranks with bayonets fixed, colours flying and drums beating recalling the ancient privilege of the Regiment to march thus through the City of London. Although the Recruits from the R.A.F. Depot, Uxbridge, were unable to take part during the first few days because of the large number in quarantine they are expected to be available from June 2 onward when undoubtedly they will give a very good account of themselves.—c. M. MCA. Central Flying School Categories. The following officers and airmen pilots who attended the Flying Instructors’ Course at the Central Flying School from Feb. 4 to Apr. 21, 1930, have been categorised as fol- lows :— Al. Sq. Ldr, G. Jones, R.A.A.F. A2. Plt. Off. E. C. Hudleston. B. Fit. Lt. E. C. Barlow, Fit. Lt. S. R. Groom, Fit. Lt. H. L. Drake, Fig. Off. W. W. Brown, R.C.A.F., Fig. Off. H. Bailey, Flg. Off. J. S. Blomfield, Fig. Off. J. E. Allen, Fig. Off. D. Dickson, Fig. Off. J. E. Markby, Fig. Off. C. K. J. Coggle, Flg. Off. H. G. Hicks, Fig. Off. J. J. Owen, Fig. Off. A. E. Dark, Plt. Off. D. P. Las- celles, Plt. Off. R. W. Letchworth, Fig. Off. J. A. H. Louden, Fig. Off. J. H. T. Simpson, No. 335349 Sjt. Wright, G. H. c. Fig. Off. K. F. T. Pickles, Flg. Off. N. E. White, No. 362145 Sjt. Shippobotham, H. P., No. 340242 Sjt. Marks, L. C. The following officers and airmen pilots have been recate- gorised as follows from the dates stated against their names :— A2 TO Al. (14.5.30.), Fig. Off. R. J. Legg (15.5.30.), No. J. P., (15.5.30.), No. 334786 Sjt. McMillan, A. R., F-S. Crane, B., A.F.M. (11.4.30.). B TO A2. Fit. Lt. A. Jerrard, V.C. (29.4.30.), Flt. Lt. J. MacG. Fairweather, D.F.C. (18.3.30.), Fit. Lt. W. E. Swann (29.4.30.), Flt. Lt. T. C. Luke, M.C. (2.5.30.), Pig. Off. J. F. Lawn (3.4.30.), Flg. Off. J. W. Duggan (3.4.30.), Fig. Off. A. V. Harvey (11.4.30.), Fig. Off. V. B. J. Jackson (15.5.30.), Flg. Off. H. C. D. Hayter (15.5.30.), Fig. Off. N. R. Buckle (12.5.30.), Plt. Off. E. Coleman (15.5.30.), No. 335717 Sjt. W. J. Barrett (15.5.30.), No. 128622 Sjt. Goodyear, J., (12.5.30.), Fit. Lt. G. S. White (12.5.30), Flt. Lt. N. H. N. Fletcher 121815 F-S. Williams, (19.3.30.), No. 6429 No. 335127 Sjt. Kinnear, D. (15.5.30.), No. 110968 Sjt. Ginn, P.C. (15.5.30.). c To B. Fit. Lt. H. E. Power (12.5.30.). The following officer is awarded the sg category under para. 353, clause 10 (g), of K.R. and A.C.I.:— Flt. Lt. R. T. B. Houghton, A.F.C. The following officer is awarded the Bs category, as from Apr. 6, 1930. Fig. Off. J. V. Yonge. More Nonsense at Westminster. In the House of Commons on May 28, Mr. West Russell asked the Under-Secretary of State for Air whether, with a view to popularising air transport, he would consider the organisation of an Air Week or Fortnight during which all available R.A.F. machines should visit the chief aero- dromes of the country and give displays and passenger flights. That one in the front is my servant, Mr. Montague said he could not agree with the suggestion. How far the R.A.F. could promote civil flying interests was carefully considered when the training programme of the year was prepared and arrangements were made for the attendance of Service aircraft at flying meetings and for visits of flying-boats to seaside towns. The assistance which was already being given was the utmost that was possible with due regard to Service requirements. (Mr. Russell’s idea might be extended. Why not have Tank Weeks as an impetus to ratting and Navy Weeks to energise the shrimping industry.—Ep.] Low Flying. In the House of Commons on May 28 in reply to a question by Mr. Day, the Under-Secretary of State for Air said that action had been taken by his Department in a number of cases of dangerous flying during the past 12 months. Such action had taken the form where R.AF. pilots had been concerned, of bringing the alleged offender to trial by court-martial in a really serious case. In other cases pilots had been dealt with summarily under the Air Force Act, or other appropriate disciplinary action had been taken against them. Where civil pilots were concerned the institution of legal proceedings was a matter for the civil police and not for the Air Ministry. Each complaint had, however been in- vestigated by the Air Ministry and taken up where the circumstances warranted it, with the owner or pilot of the aircraft concerned, with a view to the prevention of a similar cause for complaint in the future. There had been eight cases in which pilots had been tried by court-martial. The R.A.F. Dinner Club. The 8th Annual Dinner of the R.A. Dinner Club will be held in the Connaught Rooms at 20.00 hours on June 27,— the eve of the R.A.F. Display. Members wishing to attend the dinner are requested to notify the Hon. Secretary, Sq. Ldr. J. O. Andrews, D.S.O,, M.C., Air Staff, Air Ministry, Kingsway, W.C.2, forwarding at the same time a cheque or postal order for Seven Shil- lings and Sixpence payable to the R.A.F. Dinner Club. All applications should be posted to reach the Honorary Secre- tary not later than the first post on June 20, but it is re- quested that applications be made as early as possible, in order to enable the number of Members dining to be es- timated. For applications received after June 20 the price of tickets will be raised to £1. Dinner Tickets will be posted to members during the week beginning June 23. All seats will be numbered and a numbered plan will be displayed in the ante-room. Members should apply in the ante-room for numbered tickets corresponding to the num- bers of the places at which they or their party wish to sit. It will greatly assist the Committee if Members who are able definitely to arrange their parties before June 27 will send a list of names to the Honorary Secretary, who will reserve the necessary number of seats. The Upavon Station Sports. The Annual Sports of the R.A.F. Station, Upavon, were held on May 21 in good weather. The band of No. 1 F.T.S., Netheravon, played during the afternoon. The Inter-Squadron Shield was won by No. 3 (Fighter) Squadron, who scored twenty-four points. The results were as follows :— High Jump (Team Event).—No. 3 (F) Sqdn. (1) (Fig. Off. Spend- love, AC. Thomas, S-M. Stubbs); No. 17 (F) Sqdn. (2); Station H.Q. (3). 440 Yards Team Relay.—No. 3 (F) Sqdn. Team (1) (Flg. Off. Gill- more, S-M. Stubbs, Sjt. Coote, AC.1. Harns); No. 17 (F) Sqdn. Team (2); Station H.Q. Team (3). ae Tug-of-War.—No. 17 (F) Sqdn., Winners; No. 3 (F) Sqdn., Runners-up. Two Miles Relay.—No. 17 (F) Sqdn. (1) (AC. Lang, AC. Bryan, Fig. Off. McPreson, AC. Lambshead); No. 3 (F) Sqdn. (2); Station H.Q. (3). Long Jump.—No. 3 (F) Sqdn. (1) (Sjt. Coote, 19 ft. 74 in., Fig. Off. Gillmore, L-AC. Hardy); No. 17 (F) Sqdn. (2); Station H.Q. (3). One Mile Team Race.—No. 17 (F) Sqdn. (1) (AC. Lang, Fig. Off. McPherson, AC. Bryan, AC. Lambshead); No. 3 (F) Sqdn. (2); Station H.Q. (3). Putting-the-Shot, Teams.—No. 3 (F) Sqdn. (1) (Flg. Off. Kerr, Cpl. Leman, AC. Haimes); No. 17 (F) Sqdn. (2); Station H.Q. (3). 360 Yards Hurdles (Relay).—No. 3 (F) Sadn. (1) (Flg. Off. Spend- love, Sjt. Coote, L-AC. Thomas); No. 17 (F) Sqdn. (2); Station H.Q. (3). Officers’ Race (100 Yards).—Wing Cdr. W. R. Read (1); Fit. Lt. Oliver (2); Flt. Lt. Chapman (3). Serjeants’ Race (100 Yards).—S-M.2. Stubbs (1); Sjt. Coote (2); F-S. Simpson (3). Medley Race.—No. 3 (F) Sqdn. (1) (Flt. Lt. Oliver, Flg. Off. Kerr, S-M. Stubbs, L-AC. Thomas); No. 17 (F) Sqdn. (2); Station H.Q. (3). Obstacle Race.—AO. Stimpson (1); Plt. Off. Lord Malcolm Douglas- Hamilton (2); AC. Sayers (3). Mile Relay Race.—No. 3 (F) Sqdn. (1) Coote, Fig. Off. Greenwood, AC. Haines); Station H.Q. (3). 220 Yards Consolation.—AC. Griffiths (1); AC. Cockwell Knight (3). The Prizes were distributed by Mrs. E. D. Johnson. (Plt. Off. Spendlove, Sjt. No. 17 (F) Sqdn. (2); (2); Cpl.

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a F. eT S e os. Sf rs BE eM SRO Ret June 4, 1930 ; The Aeroplane 1073 CABLES : MISS AMY JOHNSON ‘1AM — DELIGHTED with CASTROL Ov aPPOINIMint > me aaseery tes ane ” UMS 6 CATI oF Uw Ge pe Or Pos Oy bog oF a, aH i a A further testimony of the a 7 eo ns reliability ae high : quality of this famous pro: WAKEFIELD | duct of an ALL-BRITISH FIRM C. C. WAKEFIELD & CO., LID. MOTOR OIL Wakefield House, Cheapside, E.C.2 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1074 The Aeroplane JUNE 4, 1930 BRITISH SALMSON AERO ENGINES RELIABILITY AND SMOOTH RUNNING. 40-50H.P. 60-75 H.P. 95-110 120-140 H.P. H.P. TYPE AD9. 40-50 H.P. THESE ENGINES CAN NOW BE SUPPLIED WITH ALL NECESSARY CERTIFICATES BRITISH SALMSON AERO ENGINES Ltd. CHURCH WHARF, CHISWICK. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Digitized by Google

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ae ee) June 4, 1930 The Aeroplane 1075 THE WILBUR WRIGHT MEMORIAL LECTURE. The Eighteenth Wilbur Wright Memorial Lecture was given before The Royal Aeronautical Society by Mr. H. R. Ricardo, F.R.S., F.R.Ae.S., M.I.A.E., Assoc.M. Inst.C.E., on May 30 at 18, John Street, Adelphi. There was a large attendance to hear this, the most important lecture of the Society’s year, and the big lecture room of the Royal Society of Arts nearly reached saturation point. The President of the Society, Colonel The Master of Sempill, explained that this lecture had been founded to commemorate the achievement by Wilbur Wright of the first power-driven flight ever made by man. He read the cable which had been sent in the Society’s name to the surviving Wright Brother, Mr. Orville Wright. The cable said :— Once again we are privileged to pay homage to the memory of your distinguished brother, and we also wish to express great pleasure in the knowledge that you are still playing a prominent part in the development of aeronautics. The memorial lecture this year deals with aircraft engine develop- ment, a peculiarly appropriate subject. since the name of Wright will be handed down to posterity as that of the first person in the world to pilot a power-driven aeroplane. We would welcome observations on the horse-power you found neces- sary to make the first flights. He went on to say that the giving of this lecture was a much-sought-after privilege and he thought members would agree that the Council had done wisely in asking Mr. Ricardo to give it. He referred to the coming of age of the Aeronautical Research Committee and said how glad the Society were to welcome that evening Sir Richard Glazebrook, who had had so much to do with the founding of the Committee. He also drew attention to the presence of Lt.-Col. Moore- Brabazon, the 2ist anniversary of whose first flight on May 2, 1909, had only recently passed. Colonel Sempill then drew an amusing picture of Mr. Ricardo at Rugby in 1900, when he built a steam-driven motor-cycle, which he fed with small pieces of coal, which he carried in specially constructed and capacious pockets in his coat. He went on to outline the lecturer’s experiences and to remind the Society that Mr. Ricardo was made a Fellow of the Royal Society in 1928. He said how glad the Society were to welcome this first appearance of Mr. Royce, who was awarded last year the Silver Medal of the Society for his brilliant work in connec- tion with the winning engine of the Schneider Trophy. He referred to the two-cylinder motor-cars which Mr. Royce built somewhere about 1900, one of which is still running. He recounted how Mr. Clement, one of Mr. Royce's directors, used to drive to work in Manchester in one of these cars, but always had his hansom following behind to ensure his" arrival. Mr. Royce was presented with the Silver Medal, and briefly replied, saying he hoped that he would be privileged to do some more work of a similar kind. THE LECTURE. Mr. Ricardo opens his paper by explaining that the possi- bility of sustained flight was realised in the last century to be only waiting the development of a light enough prime- mover, and that, although the cleverly designed steam- plant which Sir Hiram Maxim used in 1894 weighed, in- cluding the boiler and condenser, considerably less per h.p.. than the petrol engine used successfully by the Wright Brothers nine years later, yet with so hungry and thirsty a creature as the steam-engine, prolonged flight was quite out of the picture. The engine which the Wright Brothers had to build for themselves weighed seven pounds per h.p. It had four cylinders of 43-8 in. bore and 4 in. stroke. They were made of cast steel and were water-jacketed with sheet aluminium. It had an aluminium crankcase and developed 30 hp. at 1,300 r.p.m. The rapid progress of the internal combustion engine in the last fifty years has been one of the most remarkable developments of mechanical engineering. From a mini- mum weight per h.p. of 500 lbs. fifty years ago the figure has dropped to 14 lbs. per h.p. to-day and in the case of racing engines to well below one pound. In those early days, after the success of the Wrights, only France grasped the immense future of aviation and devoted her best talent to the development of suitable engines. The most brilliant, the most original and the most daring development was the 50 h.p. Gnome engine, which was designed by M. Séguin. This remarkable engine was actualy running as early as 1907 and weighed less than three pounds per h.p. The weight of the larger version which soon followed was only a little above two pounds per h.p., and this in turn was followed by the Gnome Mono- soupape, an even more daring design by the same man. THE Cast IRON MIND. Comparing the large number of ‘successful designs in E POWER P i F_ CYL! R GROUND _LEVE POW. VE 400-S00H.P_ ENGLISH EN el = sez 1925924925 (826 DATE France in those days with the position in England, Mr. Ricardo says that development was hindered in this country by doubts about the commercial possibilities and the belief ingrained in all British engineers that, after oak, cast iron was the bulwark of Great Britain. Not until half way through the War 1914/18 were we finally able to break with the cast iron habit and to abandon a material which had served our forefathers so well for lamp-posts and kitchen ranges. [Which thing is an allegory.—Eb.] Mr. Ricardo mentioned that we entered the War with only one British engine with any considerable flying experi- ence, and that was the much abused but still very service able R.A.F. At the start we were forced to rely on Frano for designs and experience, but before the end of hostilitig the position was reversed. English-designed and English- built engines were in the ascendancy. Progress since the War has been steady, and in this period the. power-output of a given size of engine has been increased on the average by 40 per cent. This is partly du to improved thermodynamic knowledge, progress in metal lurgy and the use of more suitable fuels, but mainly to meticulously careful design and the daily application of an ever-widening experience in service. The power weight ratio. has not however fallen to the same extent. Smoothness in running, a longer working life, and refinement generally have caused the same engine to put on flesh as the years roll by. Mr. Ricardo says that the modern aero-engine is not only about the most efficient ie in existence but it is also one of the most reliable. : PROGRESS. He then goes on to review the progress of the steam engine, and draws attention to the way in which fifty years ago the steam engine had crystallised into an almost stan- dard design of open type, double-acting, slow-running engine. This was displaced after many years by the en- closed high-speed vertical type. This in turn was perfected until it seemed final, but was eventually superseded by the turbine. Mr. Ricardo comments on the fact that this process of WEIGHT PER HP AT NORMAL GROUND LEVEL FULL POWER. AVERAGE OF THE FOUR LEADING 400-SOOHP ENGLISH ENGINES. WEIGHT PER LB PER HP AT NORMAL RATING. 1919 920 682l

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The 1076 Aeroplane JUNE 4, 1930 supersession is so prolonged because the newcomer in its raw and undeveloped state is expected to defeat the cham- pion of the older school in the first round. Particularly does this apply to reliability, which is attained only by prolonged experience both in manufacture and service, neither of which are available to the newcomer. This attitude of mind is particularly prevalent in this country. It delays progress and allows obsolete types to survive their day. The trend of aero-engine design since the end of the War has settled down to two main types of highly developed poppet-valve petrol engines: the air-cooled radial and the water-cooled Vee. Both have approached the limit of their capabilities By analogy from the past, the time seems almost ripe for some innovation more radical than mere detail improvement. By way of illustrating this point, Mr. Ricardo shows curves and quotes figures which show that there has been a considerable falling off in the rate of improvement of the power-weight ratio of the main types and that there is a Similar lessening rate of improvement in fuel economy. Although the magnificent performances of the Napier and Rolls-Royce engines in the last two Schneider Trophy Con- tests may be adduced as evidence against this opinion, Mr. Ricardo shows that such performances are made pos- sible by the use of expedients, only allowable by the special conditions of the race. He says that, in fact, the remark- able vigour of racing engines is produced by stimulants rather than physique. LINKS IN THE CHAIN. Mr. Ricardo then analyses the progressive steps which have led to the 40 per cent. increase of power-output from aero-engines of the same cylinder-capacity in the last twelve years. There has been an all-round increase of nearly 20 per cent. in the mean effective pressure. This has been attained in part by detail improvements in the design and operation of valves, in part by the use of improvements in fuel, which made a higher compression-ratio possible, and in part by improved design of combustion chamber. Speeds of rotation have increased all round by over 20 per cent. This has been achieved by improvements in materials, in mechanical design and in the technique of manufacture. Extensive experience and meticulous atten- tion to detail have improved the life of the engine between overhauls by over 200 per cent. Each step has revealed the presence of some weak link in the mechanism.and a halt has to be called till the link can be strengthened. Thus the process has continued, halting again and again to overhaul the chain until ultimately every link will be of equal strength and the limit of the type be attained. FuEL FACTS. The next stage of the lecture examines the manner in which the constitution of fuels affects the performance of engines. Mr. Ricardo says that the improvement of engine performance during the past ten years is due in no small measure to the improvement in the quality of fuel and especially its anti-detonating qualities. Less than twenty years ago practically nothing was known about the different hydrocarbon fuels. Petrol was just any volatile distillate of petroleum and was defined by its specific gravity. Detonation, which now sets a limit to the compression ratio which can be used, was unknown as such and was regarded as a form of pre-ignition. Pre-ignition was re- garded as an evil for which the engine-designer was respon- sible through having provided inadequate cooling. When benzole was introduced, a few years before the war, detona- tion disappeared and pre-ignition remained. The pheno- mena were thus separated and that one, at least, was affected by the fuel became apparent. The lengthy investigation then instigated by the Shell Company into the cause of detonation and the individual behaviour of the various petroleum products was necessarily postponed until after the War. This research soon re- vealed that detonation was totally different from pre-igni- tion and depended primarily upon the chemical composition of the fuel. Petrol, as such, is a mixture of hydro-carbons of three series: aromatics, naphthenes and paraffins, in proportions which vary according to the locality of the oil wells. The first of these are the least, and the last the most, prone to detonate. By suitable blending to increase the proportion of aromatics detonation can be reduced enormously. Thus much higher ratios of compression can be used with a corresponding gain in power-output and efficiency. From ten to fifteen per cent. of the forty per cent. in- crease in power which has been gained in the last ten years is due to the higher compression ratios which have been made possible by the improvement in fuelS caused by increased knowledge of the behaviour of their several con- stituents. Because the value of petrol was formerly judged by its specific gravity alone, and because aromatics are heavy, fuels rich in these were considered as inferior petrols. So strong was this belief, that for several years the whole of the output of petrol from the vast oil-fields of Borneo was piped out into the forest and burnt. More recently even minute doses of lead, thallium an other metals have been found to suppress detonation. This property is believed to be due to their avidity for oxygen, which induces them to rob the unstable peroxides which are present as intermediate products of combustion and whose instability is the primary cause of detonation. To get over the difficulties of introducing metallic lead into the cylinder and removing the metallic oxide after combustion, a mixture of lead, tetra-ethyl and ethylene- dibromide is used. L.T.E. is soluble in petrol and has the necessary qualities of dissociation at the appropriate temperature. Ethylene-dibromide carries away to some extent the residual oxide. There is some residual deposit left, and as this is liable to break down the insulation of the sparking plug the use of these anti-detonating dopes is limited to very small doses or to special occasions only. The addition of such is also more effective with good fuels than bad ones. WATER VERSUS AIR. The next section of the paper is devoted to a survey of the relative merits of water- and air-cooled engines, and Mr. Ricardo says that the controversy about their relative merits, which has raged since the earliest days, is not settled yet. In England and America there is a slight pre- ference for the air-cooled engine, whereas the balance is the other way in France, Germany, and Italy. He suggests that, as the air-cooled engines predeminate in countries where frost is of frequent occurrence, there is so little differ- ence between the advantages of the two types that the least important is sufficient tq turn the scale. The advantages and disadvantages of the air-cooled engine are summarised as follows: (1) It is far less vulner- able; (2) it is lighter, although dry weight for dry weight air- and water-cooled engines are substantially the same— to the dry weight of the latter, however, must be added the weight of water and radiator; (3) it is immune from plumb- ing troubles; (4) it is easier to overhaul; (5) it cannot be damaged by frost. On the other hand: (1) There is, so far, only one success- ful type, and that is the radial, which, with increased power-output, further increases its already considerable frontal area, thus the increased head resistance offsets the advantages of reduced weight; (2) in any internal combus- tion engine the intensity of heat-flow is greatest at certain localised points. In the water-cooled engine heat can be transferred at an almost limitless rate from any local point. This is not possible in the air-cooled engine, which. to avoid local overheating, has to spend far more energy on cooling itself. Even so, it is forced to work at a lower efficiency and with more lavish lubrication. While the more extensive use of high-conductivity aluminium cylinder-heads tends to widen the scope of air- cooled engines, the use of steam cooling and perhaps the use of liquids of higher and lower freezing points such as ethylene glycol will similarly affect the water-cooled engine. Mr. Ricardo says that steam cooling is particularly attrac- tive because it is far less vulnerable than the present con- ventional systems and the condensers can be placed any- where and in any convenient streamline form. The only real advantage that he can see in the use of ethylene glycol lies in its low freezing point, for little or nothing is to be gained from its higher boiling point as that of boiling water is quite as high in temperature as is wholesome. [This is not quite true of high altitudes.—Eb.] TALK ABOUT TYPES. Mr. Ricardo then considers what scope is left for im- provement of aero-engines of the present generally accepted types. The power output of any engine is a product of the weight of air it can consume in unit time and of the efficiency with which it can be utilised. The efficiency in engines of the conventional type can only be increased by increasing the compression ratio, this is limited by the fuel and the fact that as the compression ratio is increased the gain in efficiency decreases whereas the increase in maximum pressure increases alarmingly. The point is near where the increase in maximum pressure makes so much extra weight necessary and involves so much more friction in moving parts as to neutralise the gain in power and economy. The other alternative then is to increase the weight of air taken into the cylinder. This can be done by using oversize cylinders and working them at full capacity at high altitudes only: by increasing the speed and so filling the cylinder more frequently: or by supercharging and 50 overfilling the cylinder. The use of oversize and underfilled cylinders has never proved successful in practice. Increase in speed involves

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June 4, 1930 ¢ . c . The Aeroplane A few days ago, Queensland Air Navigation Ltd., tele- phoned from Australia to our London Office. They reported that an Avro Ten monoplane had just com- pleted 30,000 miles of air service, during and after which, the only replacement necessary in any part of the machine and its three Armstrong Siddeley Lynx engines, had. been one new valve spring ! ee There seems to be no necessily at all for comment! A-V-ROE&CO-LITID 166 - PICCADILLY - LONDON . W1 Works: Newton Hea’h, MANCHESTER, end H-mb!e, SOUTHAMPTON The machine in question is the Avro Ten Commercial Monoplane for eight passengers and two pilots. It is the English version of the famous Fokker F 7-3 M, famous the world over for its magnificent air-route performances in all conditions. Information on request. ~ ’ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. 1077

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1078 EFFECT OF MAXIMUM COMPRESSION RATIO ON POWER, THERMAL EFFICIENCY PRESSURE. AND HEAT FLOW TO COOLING WATER. 3 9) — < ww 3 Fa 3 Re COMPRESSION RATIO. a large increase in the dynamic forces. This can be met by the use of smaller cylinders in greater numbers and the trend of development is certainly in this direction. This is limited by the necessity for duplicate ignition systems, with their increased weight and complexity. The same also applies to the carburation and distribution systems. SUPERCHARGING. Supercharging at present offers much the widest scope for increasing the power. The exhaust valve is the weakest link in the poppet-valve engine of to-day and the strain -on this link in particular is accentuated enormously by supercharging. Mr. Ricardo says that supercharging must probably be restricted to maintaining ground level power at altitude so long as the exhaust valve is with us. For apart from racing engines, where very special fuels can be used, not more than ten per cent. increase in power can be obtained with ordinary aviation fuel. The limit is set by the intru- sion of detonation and pre-ignition due to over-heated ex- haust valves and plug points. Three general systems of supercharging have been tried. The exhaust-driven centrifugal blower which appears to be the most promising was developed actively just after the War. It proved very disappointing because of the low efficiency of the turbo-blower and the festoons of red-hot exhaust pipes which increase head resistance and fire risk. The exhaust-driven fan has now been replaced by the gear-driven type with which ground level density can be maintained up to 12,000 feet. This type was used on the Rolls-Royce Schneider Trophy engine and with the special induction-pipe orifice maintained a very high pressure. In America the positive-displacement type of blower has been used with considerable success experimentally. It runs at a relatively low speed, its efficiency at all times is Slightly greater than that of the centrifugal type and it is capable of a higher pressure if and when required. The power absorbed by the blower when operating at low pres- sure or not in service is considerably less then required for the other types. The supercharger is very useful in assist- ing carburation and distribution in a multi-cylinder engine quite apart from its use in augmenting the power-output. THE VALVE QUESTION. The exhaust valve has always been the weakest link in the chain throughout the history of the four-cycle internal combustion engine and if we are to look forward to any substantial increase in performance or the application of supercharging for purposes other than altitude compensa- tion the exhaust valve must be abolished. The only prac- ticable alternative in the light of present knowledge would appear to be a sleeve-valve. This mechanism has a further advantage that is controlled mechanically throughout its whole movement. The Aeroplane JUNE 4, 1930 With a single sleeve its speed is almost uniform. This lack of appreciable acceleration forces means that as far as the valve mechanism is concerned the engine-speed may be almost unlimited. The absence of any hot surface in the combustion chamber allows of a much higher compres- Sion-ratio being used, or conversely permits the use of inferior fuels. Further, as the engine breathes through gills, rather than nostrils neither the shape nor the cooling of head need be encumbered with organs of respiration. ‘An experimental sleeve-valve engine has been run heavily supercharged for several hundred hours on ordinary avia- tion fuel at a brake mean pressure of over 375 lbs. ver sq. in. and at a specific output nearly three times greater than that of any aero-engine now in service. This was achieved without the least sign of distress or overheating of the sleeve valve. The same engine on a fuel comparable to that used in the Schneider Trophy will maintain a brake mean pressure of over 550 lbs. per sq. in. when the specific out- put is nearly double that of the Winner of last year’s Schneider Trophy. COMPOUND ENGINES. The energy available in the exhaust with high degrees of supercharge brings into prominence the vexed question of compounding. The exhaust is discharged from the cylinder in the case above cited at a pressure of well over 300 lbs. per sq. in. and so is capable of doing nearly as much work again in a low-pressure cylinder as it has done already in the high. With a poppet-valve engine compounding is not worth the candle, but with a sleeve-valve engine compound- ing is comparatively easy because the same valve can be made to work as both inlet and exhaust valve to the high pressure and as inlet to the low pressure cylinders. In a supercharged compound engine one would aim to do the bulk of the work in the two-cycle low-pressure cylinder and to use a pair of quite small high-pressure four-cycle cylinders both to take the bite off the pressure and tem- perature and to serve as valve gear for the low-pressure cylinder. This arrangement should not only improve the economy but also reduce the weight. The sleeve-valve could probably be substituted in the water-cooled engine without much difficulty, but with the air-cooled engine the problem of cooling the hollow cylinder- head of a sleeve-valve engine is likely to prove difficult. A single sleeve-valve engine was entered in the Army and Navy Competition in 1914 and put up a very good perform- ance—it failed through breakage of its crankshaft. In every other respect it was warmly commended by the judges. COMPRESSION IGNITION. The remainder of Mr. Ricardo’s paper is devoted to the compression ignition engine and a consideration of the possibilities of adapting the fuel injection system of this type to the conventional petrol engine. , ; The arguments in favour of the compression engine are outlined under four heads. First, the elimination or enor- mous reduction in the fire risk; secondly, the improved fuel economy; thirdly, the elimination of electric ignition and - the consequent removal of interference with radio; and lastly, a cheaper fuel can be used. Mr. Ricardo says that the R.A.E. first showed the possl- HIGHLY _SUPERCHARGED ENGINE INDICATOR DIAGRAMS AT VARIOUS INTAKE PRESSURES RPM. -1500. R-4:3 ~ & wate | 2 25 ATMOS ABS 297 \s/ins® BMP 2:0 ATMOS ABS 253 L6s/ins® BMP 13 ATMOS. ABS © CRANKSHAFT oo

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1080 bilities of making a fast-running heavy-oil engine which could be made more efficient than its clumsy prototypes. This was nine years ago, and now almost every aero-engine builder in the World is experimenting with the type, and finding it much less difficult than he had expected. In this engine combustion appears to take place in three distinct phases. First, there is the delay period during which fuel is admitted to the cylinder but either fails to ignite or only burns from one or more minute nuclei. Next comes a rapid rise of pressure, during which the fuel which has already been injected burns very quickly at a rate which is determined by the degree of turbulence within the cylinder. This state of affairs continues until the pressure and temperature have reached so high a figure that the rest of the fuel can burn as it issues from the injector. The pressure rise is largely out of direct mechanical control in the first two phases, but in the last can be controlled entirely by the rate of injection. The smaller the cylinder or the higher the speed the longer the delay period, with the result that the maximum pressure is higher, as more fuel has to be burnt in phase two. After explaining how the necessary high degree of turbu- lence within the cylinder makes a sleeve valve or two-Stroke engine particularly attractive for compression ignition, Mr. Ricardo goes on to state that careful analysis of the various factors appears to show that given equal skill in design and manufacture, the heavy-oil engine (of the four-cycle type) will be some 50 per cent. heavier than a petrol engine of the same power output and of similar general design. The compression ignition engine is admirably suited to work on the two-stroke cycle, and there seems no funda- mental reason why this type should not be developed with a weight approaching very nearly to that of a contemporary petrol engine of the same output. There is a difference in fuel economy of 0.2 lbs. per b.h.p. in favour of the heavy-oil engine, for although test-bed figures give a much smaller difference, yet the petrol engine in flight invariably does consume fully 20 per cent. of excess fuel, whereas the compression-ignition engine always maintains its maximum efficiency. If we take the weights of the fully equipped engines as 1.8 lbs. and 2.7 lbs. per b.h.p. the heavy-oil engine will begin to score when the range exceeds 4} hours. — Referring to the very fine achievement of the Packard Company of America in producing a small radial air-cooled heavy-oil engine, Mr. Ricardo said that there was little doubt that a petrol engine of similar design and with the Same margin of safety would weigh less than 14 lbs. per h.p. The reduction gear usually fitted to an engine of such high speed had been omitted and the margin of safety appeared to have been considerably encroached upon. After explaining the advantages which a system of direct injection would have over the present systems of carbura- tion now in vogue for the petrol engine, Mr. Ricardo went on to say that a series of experiments started five years ago and on similar lines to those started by the late Major Norman thirteen years ago showed that both a higher power output and cooler running could be obtained when the fuel was injected during the suction stroke, because the whole of the latent heat of evaporation of the fuel was available within the cylinder both to cool the latter and to lower the temperature, thereby increasing the density of the entering air. Weaker mixtures also could be used with complete immunity from back-firing. Experiment showed that even further fuel economy could be achieved with a sleeve-valve engine. By finely pulveris- ing the fuel under higher injection pressure, safety fuels, such as kerosene of narrow distillation range, with high flash points could be used. Fuel consumption as low as .41 lbs.' per b.h.p. and brake mean pressure as high as 150 lbs. per sq. in. could be obtained in a relatively low- re tee petrol engine without any increase in weight at all. Quite recently Hesselman has produced a low-pressure spark-ignition engine in which the fuel is injected under high pressure towards the end of the compression stroke and immediately before ignition. Still heavier fuels can be used by such means, but because the fuel is injected after the closing of the inlet valve the latent heat of evaporation is no longer available for increasing the air charge, and the power output is therefore considerably reduced. Mr. Ricardo then concluded by explaining that he had not attempted to do more than outline some of the directions in which a departure from orthodox practice might usefully be considered and thanked both the various aero-engine builders and the Research Department of the Air Ministry for the help they had given him in the way of data, slides and so on, A VOTE OF THANKS. Mr. H. E. WImperIs, the Director of Scientific Research, made a characteristically graceful speech in moving the vote of thanks and one phrase was particularly memorable. He The Aeroplane | JUNE 4, 1930 referred to Mr. Ricardo as one of those alchemists whom the Government was happy to employ and in turning money into knowledge he know of none who was more efficient. Mr. LOUGHNAN PENDRED, President of the Institution of Mechanical Engineers, seconded the vote. Mr. Pendred laid particular stress upon the essential unity of mechanical en- gineering, and suggested that perhaps nowadays there was too great a tendency for vertical specialisation. He sug- gested that a broader outlook was helpful, and by way of illustrating his point suggested that one might put all thoughts of metal on side and look for some form of glass or quartz as the material to make sufficiently refractory ex- haust-valves. After this the President and the Council of the Society held a dinner at the Athenzum where presentations were made to Sir Richard Glazebrook and Col. Moore-Brabazon. The inscription on the Silver Box presented to Sir Richard Glazebrook reads thus :— é 30th April :—Presented to Sir Richard Glazebrook, K.CB., F.R.S., F.R.Ae.S., by the President and Council of The Royal Aeronautical Society to commemorate the Twenty-first Anni- versary of the founding of the Advisory Committee for Aero- nautics, 30th April, 1909. The inscription on the Silver Aneroid presented to Col Moore-Brabazon reads thus:—2nd May, 1930, Presented to Lieut.Col. J. T. C. Moore-Brabazon, M.C., F.R.AeS,, M.I.Ae.E., by The President and Fellow Members of Council of The Royal Aeronautical Society to commemorate the Twenty-first Anniversary of his flight on 2nd May, 1909— the first flight in a power-driven aeroplane piloted by a British subject in the British Isles. (The beauty of the situation lies in the fact that this flight was made by an Irishman on a French aeroplane. England supplied the ground and the air.—Eb.] The following list of those also present at the dinner ap- peared in The Times :— Air Marshal Sir John Higgins (Air Member for Supply and Re search), Sir Richard Glazebrook (Chairman of the Aeronautical Re search Committee), Mr. F. Handley Page (Chairman of the Society of British Aircraft Constructors), Lieut.-Col. Mervyn O’Gorman (Vice Chairman, Royal Aero Club). Dr. Gerald Merton (Chairman of the Air League), Mr. Loughnan Pendred (President of the Institution of Mechanical Engineers), Mr. E. H. Blake (President of the Society of Motor Manufacturers and MTraders), Air Vice-Marshal Sir Sefton Brancker, Air Vice-Marshal Sir Vyell Vyvyan, Mr. H. E. Winmperis, Capt. P. D. Acland, Professor L. Bairstow, Major T. M. Barlow, Mr. M. L. Bramson, Mr. Griffith Brewer, Major J. S. Buchanan, Major G. P. Bulman, Wing Commander T. R. Cave-Browne-Cave, Mr. ©, R. Fairey, Capt. F. T. Hill, Capt. A. G. Lamplugh, Mr. W. O. Manning, Mr. C. C. Walker, Mr. L. A. Wingfield, Major D. H. Kennedy, and Mr. J. E. Hodgson. | ee | EFFECT OF INTAKE PRESSURE CHARACTERISTICS. ISOORPM. BMEP NOT CORRECTED FOR POSITIVE INDUCTION s|B 33 0 Oo

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J € fT relay TD FREE L me Py Eee oh aes fap pp ne ‘ r UE Bet ER: we AVE Wee Ut ~\-.S A JUNE 4, 1930 CELION The Dope Of Proved Efficiency The Aeroplane The hazards of a sea-flight are appreciably lessened for machines which are Cellon doped. Cellon renders fabric proof against water, air, oil and petrol, and even reduces inflammability. It is a sure guard against the elements in which aircraft continually live, move, and have their being. That is why Cellon Dope is used by the leading aircraft constructors, including Messrs. Short Bros., Ltd., whose famous ‘‘ Calcutta” is Cellon Doped throughout. . 1081 Cerric Cellulose Lacquers comply with D.T.D. Specifications for metal parts, cockpits, propellers. Particalars on application, CELLON, LTD,, Upper Ham Road, KINGSTON-ON-THAMES. Contractors to H:M. and:Foretgn Governments. Telephone: Kingston 6061 (5 lines). Te'ezrams: ‘AJAWB,. Phone, Kingston-on-Ihames.” CVS.52. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1082 The Aeroplane JUNE 4, 1930 EMPIRE NEWS, MAY 11th, 1930 FASTEST JN WORLD. British R.A.F,. Squadron's *Planes. As the result of the re-equipment of No. 83 Squadron R.A.I’, stationed at Eastcliurch with the latest type of Hawker Rolls-Royce bombing ‘planes Britain now possesses. the fastest bombing squadron in the world. gectes Er at “yas wre eg oer These new ‘planes ara two-seaters gore gent * sho, ov ek ne vice: tdriven by 550 h.p. Rolls-Royce VF type ya * omPe yy ger 408 Ome eter? ‘engines, and at a height of 10,000ftf. S Nr Ts oS Wiiee™ ome can with a full armament of machine- Ke runs and bombs fiy at 190 miles an \ hour. At this speed they can out- distance any fighting aeroplane in use anywhere in the world. SSS ROLLS ROYCE Aero Engines lead ROLLS-ROYCE LIMITED, 14-16 CONDUIT STREET, LONDON, W.1 MAYFAIR 6040 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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Y June 4, 1930 LIGHT THE LAST STAGE. After flying to Alexandra Station from Port Darwin on May 26 Miss Amy Johnson went on to Longreach next day with stop at Conclurry for lunch. She appears to have beguiled the time en route with kangaroo chasing and de- tours to inspect whatever variation cropped up in the general monotony. A vociferous welcome awaited the flying party at Long- reach, and on Wednesday the trip to Roma was done with a stop at Charleville, 250 miles from Longreach and 160 from Roma. From Charleville Miss Johnson set out in the morning on her last flight for some days, as it ended all but disast- rously. Throughout the latter half her journey trouble had developed and got steadily worse, so as to cause misfir- ing at low engine speeds. She attributes it to the magnetos. On the last few stages the airscrew was in_ the habit of stopping as soon as the machine lost flying speed on coming in to land, and Miss Johnson says that she flew at full throttle nearly all the way across Australia. When she arrived over Brisbane, with an escort of three aeroplanes piloted by women, her engine gave out on the glide and forced a dead-stick landing. There was no time to make a full turn into the wind, and in landing slightly across wind Miss Johnson fouled a fence and nosed over. She was shaken but unhurt. There, for the present ends an epic which will continue in an attenuated torm when Miss Johnson flies to Sydney in one of the regular liners. The epic nature of the feat cannot long survive in the music-hall turn which it has inescapably become through so much frenzied Press ex- ploitation. Miss Johnson’s family are being made to per- form in the short-lived pageant of fairy-tale munificence which generally precedes the obscurity of sensational pioneers. With a fine sense of the fitness of things, and a stinging realisation of the motives of venal publicity which had caused it to be bought by the Press, her engine downed tools and Jason buried his Press-agented nose in a millet field. It is a pity, and is in no wise the fault of the heroine of a fine effort; but she has at least consolations. COMPLIMENTS. His Majesty the King has been pleased to confer on Miss Amy Johnson the honour of Commander of the British Empire in the recently published Birthday Honours List. The Council of the Society of Engineers has elected Miss Johnson an honorary fellow. The only other woman in the society is an associate member. The honour was in recog- nition of Miss Johnson’s standing as the only woman hold- ing a ground engineer’s certificate in England. The following cable was sent to Sydney on May 28:— As master of the Guild of Air Pilots and Air Navigators of the British Empire I have the honour to welcome you to honorary mem- bership of this Guild. Kindly reply acceptance.—SEFToN BRANCKER. To which Miss Johnson cabled the reply:— Gladly appreciate the honour conferred upon me which is one of my life’s ambitions.—Amy. . Lord Thomson, Secretary of State for Air, received from M. Laurent Eynac, French Minister for Air, the following telegram :— Please convey to Miss Johnson the expression of the profound admiration with which the whole of the French Air Service views the feat which she has just accomplished and to which I wish to add the heartiest personal greetings. THE SEAGRAVE METEOR. Further information concerning the Segrave Meteor I will be of interest to readers of this paper for few machines have created so much interest at their first appearance, partly because this is a type for which undoubtedly there will be a demand, and secondly because naturally people are interested to know the results when an acknowledged specialist in high-speed transport turns his attention to Aviation. The photographs of the machine which appeared in THE AEROPLANE recently showed her complete in a general way, but without certain fairings underneath which must neces- sarily make quite a difference to her speed. The engines were shown without the final arrangement of cowling which practically covers the exhaust pipes; and the part of the fuselage where the undercarriage struts join was also shown without its fairings. The way in which this fairing is done is shown in the accompanying photographs, as is also the arrangement of the tail-unit. When flown, the performance of’ the machine was actu- ally above estimated figures. The result was that the air- screws which were ordered for the estimated performance, proved to have too low a pitch, and consequently the en- first machine was built. 2 The Aeroplane | 1083 AEROPLANE AND THE FLYING CLUBS. gines could not be opened full out without over-revving them. And naturally, keeping the revolutions of the engine down reduced the performance. With airscrews of correct pitch the machine’s speed -ought to be far in advance of the estimated spveed. — There is a good deal of interest in noting here the figures which Sir Henry Segrave calcuated on the design before the These are as follows: Maximum speed 140 m.p.h. Definite climb on either one of the two engines with complete controllability un- at rate of 350 ft. per der full load. min. Climb on both engines in excess of 1,000 ft. per min. Landing speed between 50 and 54 se m.p.h. ; ee speed of 128 m.p.h. or thereabouts, accordiny to aste. The Martlesham test figures will be published when issued by the Air Ministry. | DETAILS OF THE SEGRAVE METEOR.—Top: The fairing of the undercarriage into the fuselage. Middle: The streamlining of the tail unit. Bottom: The cowling of the inverted Gipsies. Swen oe ee eee le

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1084 THE WAY TO DO IT. Mr. E. K. Rayson, a well-known British resident of Buenos Aires, recently flew home to London on his slotted Hermes Avian G-AAWF. Mr. Rayson left Buenos Aires on April 24 and flew the 900 odd miles to Santos with a passenger. From Santos he flew the 1,200 miles or so to Pernambuco alone, he reached the latter place on April 28. On May 2 he embarked on the R.M.S.P. Arlanza at Per- nambuco for Lisbon. On his arrival at the Portuguese capital Mr. Rayson again took off and flew some 850 miles to London, where he arrived on May 14. This was really a very remarkable demonstration of the utility of the light aeroplane, both for saving time, and, one imagines, money. Presumably the crossing of the Atlantic for the machine and its owner plus the fuel costs, oil costs, landing dues and so on was less than the single fare home. Anyway flying home must have heen much cheaper than shipping the machine all the way, and the pleasure of the journey must have been much increased. EXPLAINING THE INEXPLICABLE. THE AEROPLANE has already published the information that Miss Amy Johnson’s D.H. Gipsy Moth was formerly owned by Mr. Lawrence Hope of Air Taxis Ltd. Last week the machine was in error coupled with another D.H. Gipsy-Moth on which Mr. Hubert Broad put up an Official duration re- cord of 24 hours. That is the worst of these Moths. They make a habit of epic flights and only their registration letters distinguish one victor from another. Anyhow G-AAAH was the D.H. Gipsy-Moth built specially for Mr. Hope and flown by him to Kenya and back. The whole space in front of the passenger’s seat is one big petrol-tank with the fuselage built round it, leaving hardly any room for a vassenger’s legs. And there is another big tank behind the pilot. WHAT MR. MURDOCH FLEW. In a report of a recent speech by Capt. C. D. Barnard, reference was made to Mr. Pat Murdoch’s flight from London to Cape Town. Both Capt. Barnard and THE AEROPLANE evidently forgot the type of machine on which Mr. Mur- doch’s remarkable flight was made. It was in fact an Avro Avian with a Cirrus engine. AUGUST BANK HOLIDAY AT LYMPNE. The Cinque Ports Flying Club have decided to hold a Flying Meeting at Lympne Aerodrome during August Bank Holiday Week-end—subject to final approval by the Air Ministry. An interesting and original programme is being arranged, and the Club hopes to make this meeting even more enjoyable than previous Lympne Meetings. Further particulars will be issued as soon as possible. , Pinte sa es | emacs be? see Oat hw: 2 ne one G ete Raa BOR SESE RS The Aeroplane JUNE 4, 1930 A NEW AGA KHAN PRIZE. Through the Royal Aero Club the Aga Khan has offered another £500 to the first Indian who flies from any point in India to Cape Town within an elapsed time of four weeks from starting. The Royal Aero Club of India is drafting the rules under which the flight will be made. Just why Cape Town should be chosen might well be explained. Indians are not popular in the Union of South Africa and there is a great deal of political feeling from time to time because the predominating Dutch influence in the Union wants, naturally, to keep Indians out, and the Indians, claiming to be British Subjects when doing so pays them, claim right of free entry to a British Dominion. LIGHT AEROPLANE CLUB’S EQUIPMENT. In the House of Commons on May 21, in reply to a ques- tion by Mr. Louis Smith, the Under-Secretary of State for Air said that a condition to the effect that aeroplanes used by members of subsidised light aeroplane clubs must be of British manufacture had not been considered necessary in the agreements hitherto made with the clubs in view of the obviously outstanding merits of British light aeroplanes and the extreme improbability of any of the clubs wishing to purchase from abroad. The question of including a stipula- tion of the sort in the new agreements would be considered. THE CLOCK-WATCHER. On May 31, Mr. J. E. Searle, a London member of the Cinque Ports Club, in the early stages of solo, took off in G-EBSA for half an hour. After about an hour various people were sent onto the aerodrome to wave flags at him, as the aircraft was needed for another pupil. Eventually Mr. Searle saw these activities and concluded that some part of the aircraft had fallen off. Pulling himself together he made a landing and inquired what the trouble was about as he had not finished his half hour. It was then dis- covered that the clock had stopped shortly after taking off, and he had been flying for an hour and a quarter. THE ASHWELL-COOKE CUP. The Competition for the Ashwell-Cooke Cup, which should have been held on Sunday, June 1, was postponed on ac- count of low cloud, and will be held at 15.30 hours on Sunday, June 15, being the first Sunday after Whitsun. The Cinque Ports Club hope that all private owners will make a note of this date, and that there will be a good field. THE ANZANI ENGINE. The firm of Henry Potez, of Méaulte (Somme), the well- known French aircraft constructors, has taken over the Anzani company and works. This company will now enter the aero-engine market with a full range of engines suitable for light and medium- light aircraft. SS SSE THE INDIAN FLYING CLUBS’ CONFERENCE.—The first conference of representatives of the Flying Clubs in India, held at New Delhi on Feb. 14, 1930. (Front row) Air Commodore Mills; Mr. Moore (Bengal); Sir Henry Moncrieff-Smith; Mr. Sams; Dr. Moonje; Air Marshal Sir Geoffrey Salmond; Flt. Lt. Jones (Karachi). (2nd row) Lt. Sodhbans (Lahore); Mr. Upton; Capt. Seymour Williams (Bombay); Mr. C. M. Grant-Govan (Delhi); Mr. Haselar (Bombay). (3rd row) Mr. Leete; Mr. Gallimore (Madras); Mr. Pinhorn; Mr. Pasricha; Lt.-Col. Shelmerdine; Group Capt. Verney; Mr. Warner (Bengal); Wing Cdr. Cooper (Sec., Aero Club) ; Mr. R. E. Grant-Govan (Delhi). (Back row) Maj. Vetch (Bombay); Mr. Rugginz (Karachi); Mr. Wilkinson (Bengal); Capt. Riley (Delhi); Wing Cdr. Crosbie; Mr. Bland (Delhi); Mr. Raynham (Bengal).

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FS Bh EES June 4, 1930 au = Cad == — Fed ted == aa» a= a=! En eund ca = — Ld Cd == = = a = aa» = a: oma == Cad — ama» = = aap au» == ame = =a == ae au» aus De) aap Zz = mz qu» = a= ams qu» = ans az qu» == am =Z7 a= qu» =z = amp a= am om zz == =! amp aa = = — =! L meeend aD am om aup Led aap =D == Ep =D = | eed —_ aap ema am@ = Ld aE = =D ap == — rap eaup LJ agus = aap aD em =z aD == Gap up mE aap ft] Ld aap =D ia aus i ] aap amy eanmE =z aus == Taiz a, anmE ame amp aD = == == =z bend =p == == omZ=E =p => => =D CED =z oD =p =p a=? The Aeroplane : 1085 ws HAUUUOQREAATUAUTRUEADNAUCOOSGOOULOROUEDUDSAEGNEOAOGUEOUEUECAUEUEDACAUGEOUUODAGREYOOEOTUCCUEDERUEAOUEVUCECUNANELELUCTUUA TG CUU TESTA COUNT TEE A TE UT AUTO TA DTT TPAD rg ee ° GLOSTER | The Pioneers of Steel Aircraft and Variable Pitch Propellers. A RGAL "Phofograph GLOSTER S.S.19. SINGLE-SEATER FIGHTER IN METAL. For performance, fighting view and manceuvrability, it ts imposstble to find a machine to equal the ‘Gloster All-Metal ‘Single-Seater Fighter. Its construction has been described as an engineering triumph. Ease of maintenance in the field, and interchangeability of parts are other special features. | GLOSTER AIRCRAFT CO,, LTD. GLOSTER WORKS anp AERODROME, | - HUCCLECOTE, Gos. THE STEEL WING : Co, Ltd. . > STUUAAU NTU UT UUVUTTUVEUSOUTUEUUUOCOCUU0 A TOOOOOUOO VATU UEUOQOOUOONEUUUOOOOQUEOUUAOEQOOOUOUUOUUTGOOOOOOCESUTUUGOOOOQUEUUOUUGOOTOQOOUUUTTOOOGEOOOUEOUATUOUUQOOUECLTHAT ’ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. SOVUNAUUNNUNCUANAAEUANAAEUANNOUENOUEGECUGOEUEEOOEEAOSATUUACOOUGAGOAUAAATUEGCARANOCEUGUUUCSCOUUUOAUAOUAGUOGOGOGUEOUUOOGOUOOOOOUOOOOOUOOOQOOSOQGONOQGQUCOQUOC0CONUUOQUCUUCVOGUEUEOCOUGUOUUCGGONOOOOOOQOQOQOQOOOQOQOOQOONCQ000000000000000000Q509000GEUUUOUUOUUOUUUIN

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1086 MISS JOHNSON’S AEROPLANE. In the House of Commons on May 29 Mr. Day asked the Financial Secretary to the Treasury whether the Govern- ment would consider the question of securing as a national possession the aeroplane in which Miss Amy Johnson made her flight to Australia. Mr. Montague who had been asked to reply, said that he understood that Miss Johnson had already contracted to sell the aeroplane to a private person. [What a silly question! Has anybody wanted to acquire as a National trophy Mr. Hinkler’s Avian which went to Australia in several days’ less time, or the Handley Page which first flew to India, or the Vickers Vimy which first flew to Australia? If we were to start on this sort of thing we should want all London as a junk-heap within a few years, unless our racial habit of pioneering became atro- phied.—c. G. G.] GET OFF THOSE—ROADS! A view that ought to be far more usual than it is, in view of its obvious truth, is that expressed by Mr. P. Dujardin, who owns a Bluebird, in an interview to The Yorkshire Evening Post recently. ‘“ We live in an age,” says Mr. Dujardin, “ when one requires an antidote to telephones and motor-car hooters. I find that antidote in the clean invigorating air high above the smoky regions.” This owner-pilot, who is the manager of the Olympia Oil Mills at Selby, learned to fly with the Yorkshire Light Aeroplane Club and is intensely enthusiastic, for the sport has, he declares, restored his health to normal after having suffered for years from rheumatics and a general run-down condition caused by strained nerves. . Mr. Dujardin regards flying as a first-class tonic, and does a considerable amount of travelling for business and pleasure in the Bluebird which he bought through Auto-Auctions Limited. He made his first Channel-crossing without escort at Easter when he flew to spend his holiday at Maastricht, Holland, his birthplace. “The. people holding the reins of commerce and industry in this country are still prejudiced against flying,’ Mr. Dujardin declares, but he is confident that the rising genera- tion will take their relaxation without having to queue up on crowded roads and ruin their nerves. AN AERIAL TREASURE HUNT. All the stimulating virtues of a pin-pointing competition added to the glorious uncertainty of a Derby sweepstake and a combined examination in history and geography are contained in the latest brain-wave from the Northampton- shire Aero Club. The first Aerial Treasure Hunt will be a feature of the Club’s annual meeting at Sywell on June 9 (Whit Monday), which contains other original items as well and is organised with the energy which has always added to the gaiety of nations at their previous meetings.: - In order to give all entrants an equally unfair advantage THE AEROPLANE herewith publishes the first clue without explanations as to its acquisition. Among the entries for the Treasure Hunt to date are Lady Bailey, Fit. Lt. T. Rose, Mr. S. A. Thorn, Mr. Travers and Mr. Ruutz-Rees. The list is not yet closed. Here followeth the clue:— To get the first clue you must fly and find A good main road that doth both twist and wind, Some twenty miles from old Northampton town, Unto a place, itself of great renown, Whose name brings thoughts of sleep and dreams and pillows, Added to that of river deeps and shallows. The good John Bunyan lived for many a year And wrote his great work while in prison here. Now this high road do carefully survey And you will find a village named Turvey; Near it another village you will see— If not sweet scented, well it ought to be. Look slightly north of this place and you will see A field between two woods land by the T. THE INTERNATIONAL TOURING COMPETITION. Two additional British entries have been made for the International Touring Competition :— Mono-Special (100 h.p. Warner) entered by Maxwell D. Trench, pilot Lord Carbery. D.H. Gipsy-Moth (100 h.p. Gipsy) entered by Sq. Ldr. The Hon. F. E. Guest, P.C., D.S.O., pilot Miss Winifred Spooner. ' The late entries bring up the total number of competitors o 101. A FAMOUS CATERPILLAR. On May 28 Major de Bernardi, who is famous as a Schneider Trophy pilot and the penultimate holder of the World’s Speed Record, became a caterpillar. He collided in the air with another machine, the pilot of which was killed. The Aeroplane vd JUNE 4, 1930 PEACEFUL PURSUITS. The following appeared in The Times of Apr. 28:— Three British subjects, Captain Holland, an airman, and two men named Cotton, father and son, were detained last week on suspicion of taking aerial photographs of prohibited areas of Rio de Janeiro during their flights. They were released on Friday, when searches of their residences and office disclosed photographs which showed nothing compromising. The police have since arrested another air. man named Lloyd, but the charge against him is as yet unknown. Capt. Sydney Holland has been doing air photography in Argentina and Brazil for the past ten years or so. His map of Buenos Aires, made entirely single-handed, is one of the most remarkable achievements in the history of phote- graphy. He has been working in Rio for some two or three years -and is well known to all the official people. Mr. Cotton, Senr., who joined him last year, as business manager, is also known as a highly resvectable citizen, so we can only assume that the whole thing was a mistake, or an ex- ample of one of those queer politico-commercial intrigues which do happen in foreign parts. LICENCES FOR GROUND ENGINEERS. The Air Ministry announces that examination boards will sit for the purpose of examining applicants for ground engineers’ licences at the following times and places :— (a) London, on the ist and 3rd Wednesdays in every month. (b) Croydon, on the 2nd and 4th Wednesdays in every month. (c) Manchester, October. (d) Birmingham, on the Ist Wednesday in August and November. (e) Bristol, on the lst Wednesday in September. Applications for licences should be made on the appro- priate form, which is obtainable on request, and should be addressed to The Secretary, Air Ministry (D.C.A.), Gwydyr House, Whitehall, London. Applications for extensions to existing licences will also be dealt with at these boards, and such applications should be sent either by letter or on the usual application form to the address given above. Applications for examination at the centres named at (c), (d) and (e), above, can only be accepted provided that the application is received 14 days before the dates specified’ and provided also that the total number of applications received are within the capacity of the board. Applicants whose applications are not accepted owing to these pro- visions, will be given the opportunity for early examination at London or Croydon, or alternatively, to be placed on a waiting list for the next board to be arranged in the particular place concerned. on the ist Wednesday in July and I “ AGE CANNOT WITHER NOR CUSTOM STALE HER INFINITE VARIETY.”’—Mrs. Hartley, great-aunt of the brothers Robert, Norman, and Charles Blackburn, who at the age of 89 made her first flight with Mr. Norman Blackburn at Brough on May 29. She motored from Ben Rhydding and back in the day, besides flying. She was first married 70 years ago, and married again when 70 years of age.

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The 1088 GLIDING. THE BRITISH GLIDING ASSOCIATION. The Committee of the Royal Aero Club have decided to give official recognition to the British Gliding Association. The control of the sport of gliding in Great Britain, includ- ing Competitions under the Competition Rules of the Royal Aero Club, will be delegated to them. The Visit of Herr Kronfeld. On May 28 Herr Kronfeld, the famous German sailfiyer. landed in England and soon after his arrival was introduced to members of the Press in the Piccadilly Garage in Denman Street. Here, sur- rounded by a colossal din of cars entering and departing and sitting at a table in front of an extemporised buffet, Herr Kronfeld told of the possibilities of soaring flight. One imagines that he found the discussion which followed with various gliding enthusiasts was rather more to his taste than questions from mewspaper reporters about whether fiying in clouds was ‘‘thrilling.’’ [One gathers that the proprietors of the Piccadilly Garage are running Herr Kronfeld for the British Gliding Association. One cannot imagine that such a reception can have impressed him with the dignity of British gliding.— Eb.) During the week Herr Kronfeld inspected a certain number of sites. On May 30 he went to Maidstone and gave a lecture to the Kent Gliding Club, who afterwards entertained him to dinner. On June 1 he visited Ivinghoe Beacon and helped the London Gliding Club with their instruction. Unfortunately there was not enough wind for soaring, so the Club were unable to persuade their dis- tinguished visitor to give a demonstration. : Over the Whitsun Holiday, from June 7 to 9, if the weather and wind permit, Herr Kronfeld will give demonstrations of Soaring Flight at Itford Hill, near Lewes. He will also give primary instruction on a glider and lectures to the Instructors of Clubs which are affiliated to the British Gliding Association. There will be accommodation in tents for members of the Associa- tion and Club instructors who will however have to provide their own meals. At Itford Herr Kronfeld hopes to fly his own machine, the Wien, which he has brought with him. This sailplane is of the Professor type, but has an increased span and various refinements. All the organising of Herr Kronfeld’s flights will be in the hands of Woolfe and Lucas, Piccadilly Circus Garage Ltd. Members of the British Gliding Association will be admitted free to all these demon- Strations. The First Sailflight. On May 28 The Daily Erpress announced that it had organised a series of great exhibitions of sailplaning—a sport developed from elementary gliding. These exhibitions are to be held during the Summer at many seaside resorts and other important centres. This news, coupled with the fact that the British Gliding Associa- tion had made similar arrangements for demonstrations by Robert Kronfeld will gladden the heart of everybody who is at aj] inter- ested in the sporting and scientific aspects of engineless flight. Hard though all the Gliding Clubs have been working, there is no doubt that the sight of a Zogling tobogganing down the windy slopes of a hill, either air or ground-borne, is disappointing to the unin- formed layman who has heard rumours of flights and climbs of in- credible duration and altitude. Now that the movement is being supported by one of the most powerful of the Press of to-day, popular opinion is likely to hear even more, and better still actually see sailplanes in flight. The clubs should prepare for a sudden influx of members. By way of a dress rehearsal The Daily Express sailplane, which is a Kegel Professor, the agents for which are S. T. Lea Ltd., of Bond Street, was taken to Ivinghoe Beacon and temporarily housed in the tent of the London Gliding Club. Superhuman efforts on the part of members had the sailplane erected by Sunday morning (June 1), but unfortunately there was no wind and therefore no flights could be made by Herr Karli Maggersuppe, the special sailplane pilot of The Express. On Monday however when all was quiet and still and everbody had gone back to earning their bread and butter, the wind got up sufficiently and the sailplane was launched. The longest flight lasted about eleven minutes. Perhaps there will be more wind at Itford. If so this figure will be considerably improved. Meantime, to read The Express one would think that notody had ever soared before. Poor little Maneyroi’s soaring flight of 3 hrs. 21 mins. in 1922 is forgotten, and The Express has invented soaring much as The Mail invented aviation. The Needham Albatros. Mr. C. H. Latimer Needham successfully flew his cantilever monoplane glider, the Albatros, from Ivinghoe Beacon on June 1. This machine has been designed by Mr. Needham as an advanced intermediate type and has a remarkably flat gliding angle. The R.F.D. Company, of Guildford, built the machine. The Essex Gliding Club. The Inaugural meeting of the Essex Gliding Club was held at the Royal Forest Hotel, Chingford, on May 26. The Club already has forty members and is anxious to enrol more. Apparently a condition of membership is that persons applying must reside in the County. The Honorary Secretary is Mr. W. S. Bannister, R.A.F.O., and his: address is 20, Badlis Road, Walthamstow, Essex. One wonders where all these new clubs are going to find suitable terrain. The Surrey Gliding Club. The Surrey Gliding Club, of which Mr. R. F. Dagnall is Chairman, had their first meeting on May 25, when over 80 flights were made by members. Mr. C. H. Latimer Needham, who is the only R.Ae.C. Certificate B glider pilot in this country, gave some fine demonstra- tion flights. The Club own an R.F.D. type A.T. primary training glider which manfully stood up to the large number of flights made by members without gliding experience. Aeroplane JUNE 4, 1930 The Hon. Secretary is C. H. Taylor, 24, Woodbridge H:2) Guildford. GalGcens, _ The Dorset Gliding Club. The Dorset Gliding Club is well away and holds flying meetings three days a week at Upcerne, Cerne Abbas, Dorset, if the weather is suit able. The Club has members from Somerset. Wilts, and Hants. The Westland Aircraft Company Ltd. is strongly represented in the membership of the Club by Mr. R. A. Bruce, the managing director, Captain G. T. R. Hill of Pterodactyl fame, and Mr. H. J. Penrose, who is a test-pilot to the firm. Mr. V. S. Gaunt whose papers before, and work for, the Yeovil Branch of the Royal Aeronautica] Society are well Known, is honorary ground engineer to the Club. The Club evidently believes in gadgets as they have a wingiess machine for training ab-initio pupils. This contraption is cata- pulted along the ground and has the controls coupled to a system of electric lights which tell the instructor whether the pupi) is be- having properly. A further gadget, pace Mr. Sinclair of Graham Amplions, who brought out the prototype for real aircraft, is a wireless set by which the pupil will hear the inmstructor’s directions. Most pup!s are on the ground long before the instructor’s lurid injunctions have scorched the intervening 50 yards, for pupils are lucky if they are up five seconds, and so that the wireless set seems a bit re- dundant. One can, however, see a use for it as the Club develops sail- plane pilots. When the one and only sailplane has been up al] day and the bar has been drunk quite dry, some ingenious wag will tune into the sailplaner and lure him back to earth with some wondrous tale of a stolen car or free beer. The free petrol business offers no attractions to the glider-pilot. The annual subscription is ome guinea. Entrance fee ls. 6d. Non-fiying facilities are granted to subscribers of half-a-guinea or more. The Honorary Secretary is Mr. H. Campbe!! Johnson, 4. Derby Street, Weymouth. The Oxford and County Gliding Club. One of the newest gliding clubs to be formed is the Oxford snd County Gliding Club. The members of this Club so far have mostly been drawn from the personnel of the big Morris Motor Works at Cowley. Sir William Morris has become a patron of the Club. A two-storey workshop in Cowley has been rented by the Club and here the members are hard at work building their first glider. They hope to have this machine flying in July. New members will be welcomed provided they are willing to pull their weight as workers. The Chairman of the new club is Mr. H. T. Beasley. and the offices of the Club are in Circus Street, Cowley. Gliding at Nottingham. On May 18, the Nottingham Gliding Club held a public meeting to raise money for the Club funds, which had been depleted by the crashing of their first machine. Mr. Marcus Manton was the attrac- tion and made three flights in spite of the fact that the glider had been allowed to come on the field with a broken tail boom. The meeting eventually broke up when another strut was fractured by an enthusiast who was holding the machine back. The local] clergy are protesting against the Sabbath-breaking pro- pensities of the Club, so one hopes the members wil] put up a sufficiently good show to warrant this publicity. The Kent Gliding Club. The Kent Gliding Club has, since inauguration, made steady pro- gress. Mr. C. H. Lowe Wylde, who designed and with the help of Club members built the first Zogling type of glider to be flown in this country, has become honorary instructor to the Club. Many members have been instructed in the rudiments of gliding and have made successful flights. The Honorary Secretary of the Kent Gliding Club is Mr. E. P. Parkes, 76, Week Street, Maidstone. ' A Warning From Lancashire. Some valuable experience has been gained by the Gliding Section of the Lancashire Aero Club which should be passed on to other Clubs. An attempt was made to Jaunch the Club's glider off the level with two motor-cars in place of the usual launching team. The first attempt nearly ended in disaster. The cars pursued divergent courses so as to give the pilot plenty of clearance. The pilot zoomed the machine up to a height of about fifty feet. The result was that the elastic never became slack and only came loose from the hook after giving a sharp tug down- wards to the nose of the machine. A second flight resulted in a fine effort of 240 vards on the level. But in a third attempt the cars accelerated too rapidly and the elastic parted at the point of attachment to one of the cars. Whipping back at high speed it smashed the front of the machine and bruised the pilot’s shoulder. Neither injury was severe, but the following lessons were deduced from the experiment :— 1. The cars should follow a parallel course about thirty yards apart. 2. Their maximum acceleration should not exceed 6/8 m.p.h. 3. It is advisable to use a length of rope round the attachment hook and further lengths at the point of attachment to the cars with Sandow elastic in between. [And 4. The use of cars is in fact so dangerous that 21t ought not to be allowed. Several people have been killed in the States in this way.—Eb.]) A Cinque Ports Gliding Club? The formation of a Gliding Club in the Folkestone District is proposed and the first public meeting will be held in about a fort- night. The proposed club has been formed to cover the towns of the Cinque Ports, if possible, but will be quite separate from the Cinque Ports Flying Club, who are, however. giving full support. All those interested should write to L. H. Stewart. R.A.F. Station. Hawkinge, Kent. Official Recognition. The Royal Aero Club has awarded the following Gliding Certifi- cates:—No. 1 to C. H. Lowe Wylde, certificate A: No. 2 to C. H. Latimer Needham, certificates A and B; and No. 3 to Marcus B. Manton, certificate A.

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June 4, 1930 The Aeroplane 1089 Toso 5 TPIT UES se 8h s Wee De me, Fae ry Se PEER ee Aes 2 A ah on a SI. seam pty 919 iy Die ys hake ve Spe & aay \ Bact oso Y See ; | Fee § TEES Pre aN eS igneke Site ek eu 4 Ra sey ss Hk See ratte terial ges 2. qh oats pak, ss eh ia | SUPERMARINE ROLLS-ROYCES6. 3301 MPH. 531200K PH. ee, FLYING OFFICER R.L.R.ATCHERLEY, ‘| SUPERMARINE ROLLS~ROYCE S.6, 7, SM Re 4 @TH SEPT. 1929, SQUADRON LDR. A.HORLEBAR,A-EC. | ON: SUPERMARINE ROLLS-ROYCE S.6 12thSEPT.,1929. < 397-7 M.PH. 570-COOKPH. |= A REMARKABLE TRIBUTE TO THE ||) RELIABILITY OF THE DESIGN AND ||) CONSTRUCTION OF AIRCRAFT | BUILT BY “SUBE RMARINE AVIATION WORKS PROPRIETORS: _VICKERS [avution] LIMITED. SOUTHAMPTON. FP an Ve Bee eS ee Ore a ant La OS FELIS LT. cas eee - Sie em Ae? ot Cone eee KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1620 The Aeroplane JUNE 4, 1930 1” ANAT ATATANAT AV AV AV AT AV AT AAV AT AV AVA" AVAVAYAVAVATAVA VATA AVAYAVAVAPAYAVAVAVAVAVAVAVAVAVAVATAVAYAT AYA AY MAATAVAYAIA countries of the World ° R N w N N y S THE TOWNEND RING | N suitably adapted to the particular case will reduce the resistance of a radial air-coo!ed engine ard body to little more than the N IN N\ w R S drag of the body without engine. N R N “= _ THE TOWNEND RING R x ; eS att nN N\ does not interfere with engine cooling. In many cases it will y < ensure better cooling than can be obtained with normal types R s of cowling. N “= THE TOWNEND RING \ N ; ; N S renders unnecessary the usual complicated, expensive, and often WN R hort-li habl li d cylind2rs and crank N N short-lived detachable cowling round cylindzrs and crankcase, x and simplifies and cheap2ns engine installation. N w NY N \ <THE TOWNEND RING N N N SS can be arranged in many cases to serve as an exhaust collector NW S and silencer without detriment to its low resistance. x . BOULTON & PAUL LTD. ~ N by arrangement with the Department of Scientific and x WS Industrial Research, are sole licensees under the British Patent ‘ N covering the TOWNEND RING. In addition they hold all xy S Dominion and Foreign Patents covering this device. x S N NY : ect NY S Aircraft manufacturers and users are invited to apply to XN them for particulars of the terms on which licences for the N S use of the TOWNEND RING will be granted. ‘ w N z R 5 TON & PAUL LT . s BOULTON PAUL LTD., Norwicu & iS London Office: 139, Queen Victoria Street, E.C.4 (‘Phone Cent. 4642), S S DESIGNERS AND MAKERS OF ALL-METAL AEROPLANES AND _ AIRSHIPS. yy x Contractors tothe Atr Mintstry, the Admiralty, the War Office’ H.M. Board of Works, the Crown Agen's to the x \ Colonics, English, South Am.rican and Indian Railways, Soudan, South African and Egyptian Governnicnts. nN N\ Ny NY N ON AVA VAVAVAYAYAVAYAYAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAYAYAVAVA VA AVAVAVAVAVATACAA AAO KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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June 4, 1930 TRADE FOLLOWS Now that Council houses, and especially electric power transmission lines, are spreading over the face of England after the manner of lukewarm treacle on a marble slab the question of landings is becoming of constantly greater moment to the traveller by air. Even lawful and natural arrivals are a distinct problem at any one of the hundreds of cities and towns which have no aerodromes, and the mercifully rare unintentional descents begin to assume a more and more dangerous aspect. Motoring ‘would still be an arduous sport of limited use if garages were only to be found in the larger cities and those rare spots where selfishness is really enlightened; and it is useless to deny that the sport and business of flying is denied most of its possibilities by having only the scrappiest kind of conveniences on the ground. Forced landings can safely be left to the engineer and English pastures for. the present. But the question of adequate service and convenience, with a passible landing ground, at every town which does any business with the outside World is becoming of urgent national importance. Furthermore, when Municipal Councils reach the belated conclusion that aircraft must be allowed to come to their towns without trespassing or crashing or both, they should be saved from themselves in the choice of a site. Unfor- tunately the period when everybody, even including Coun- cilors, knows something about practical flying, will neces- sarily come after the best time to lay out an aerodrome in the area of every community which hopes to retain or achieve commercial importance. Business brought or sent by air will follow ground facilities. A HEART-BREAKING TASK. The grief of the prospector for aerodromes is the daily routine for Sir Alan J. Cobham and his colleagues of Alan - Cobham Aviation, Ltd. They operate as consulting aero- drome experts and have been retained by certain wide- awake communities to report on their neighbourhoods. The ground work is purely laborious. At first sight the method of flying over the district and pin-pointing the likely spots seems the most logical, but, as Sir Alan pointed out to the writer recently, an aviator can only tell what ground is fit to land on at the moment—and that not. always—but he is quite unable to see where a landing ground could best be developed for the use of immediate and remote posterity. The planning of aerodromes decidely calls for the long view,—and the horizontal rather than the vertical view. So the choice is made by elimination. ‘The country for four miles round the ambitious or far-sighted town is thoroughly prospected, and the possible sites vary in num- ber according .to the district and topography. If none . appears within four miles the search is extended, but this is generally considered the limit. The possible sites are reduced by elimination to a few of COMMERCIAL AERONAUTICS. The Aeroplane 1092 THE WIND-SOCK. the best, then Sir Alan applies himself personally to visit- ing these and weighing their worth in terms of surface, approaches, altitude, usual weather, prevailing winds, dis- tance from town, direction from town, cost of development and, lastly, possibility of acquisition. The report which is sent to the client community is pre- faced by numerous paragraphs setting forth the essentials of an aerodrome. This introduction includes elementary aerodynamics, meteorology and much that is mysterious to city fathers, the purpose being to forestall some of the questioning and argument which formerly wasted the time and money of both parties when the report was presented. THE INEVITABLE. If the choice of the best ground were the only problem- England might soon be adequately equipped with her hun- dreds of aerodromes which she will soon need at least. as vitally as she does her thousands of railway stations and millions of petrol pumps. The removal of a few buildings, the occasional diversion of a stretch of road and the uprooting of numerous hedges probably constitute the simplest and cheapest engineering problem ever concerned with major transport termini. The arterial roads of recent date. alone include enough land as, and represent far more money than, would be needed to equip ever? city in England with a first-class aerodrome and buildings. But the greatest difficulty is usually met over the pur- chase of a site, and the fewer the sites the harder the bargain,—naturally. More than one case is on record of a. municipality buying a site at four times the price for which it might have been bought three years ago when an aero- drome was a logical addition to the local transport system. Once a site is known to have been recommended its value leaps. If there is only one vossible site, as occasionally nap- pens, it may become prohibitive. Generally, however, there is a choice of two, three or more, and provided the best. one is not too widely published as such, and a little necessary commercial guile is used, it can be bought at. a value which makes it a splendid investment, because pre- paration as an aerodrome improves it for almost any other purpose in the unlikely event of aviation failing to become a regular means of transvort. Often the adjacent land must be bought to preven ‘obstructions being built on it, for such obstructions diminish the landing ground by a distance from them equal to at least seven times their height. The objections of neigh- bouring householders are inevitable and natural—pending the time when aircraft are rather more silent—but the cruelties of change cannot be avoided, and to delay re- cognition of changing conditions in deference to its victims is commercial suicide. Nevertheless the vocal voter has his sway, and adds to the grey hairs of aerodrome pros- pectors. Probably the simplest way would be to have suitable aero- AN AUSTRALIAN AERODROME.—The £150 aerodrome at Ballarat.

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1092 The Revoplane JUNE 4, 1930 -dromes prospected and selected by experts under the aus- pices of the State, and the selections kept severely secret. Propaganda and natural business pressure would eventually rouse the local authorities who would be presented on application with a choice of really good sites with all particulars of necessary development, and the infliction on business aviation of haphazard politically picked and practically impossible aerodromes would be avoided. ‘In the meatime Sir Alan Cobham and his staff are doing ‘most valuable work for the country at large by selecting suitable sites, by saving communities from their own ignor- ance and by helping to forestall the operations of the speculative profiteer. May their work prosper.—F. D. B. MUNICIPAL AERODROMES. In: the House of Commons on March 20 in reply to a ‘question by Mr. Ede, the Under Secretary of State for Air said that he had received proposals for the establishment of aerodromes in the county of Durham. Certain sites had been inspected by the Air Ministry at the request of the Central and North Durham Joint Town Planning Com- mittee and an inspection had just been made of a possible site for a sea aerodrome near South Shields. Certain other municipalities (with whom the initiative rested in this matter) had under consideration the question of providing aerodromes in their vicinity, but no further concrete pro- posals had been communicated to the Air Ministry. EINSURING THE PILOT’S LICENCE. Inasmuch as a commercial pilot may suffer the loss of his licence through some error of judgment, quite apart from culpable negligence or wilful breaches of Air Navigation Regulations, the British Aviation Insurance Group are now prepared to wrife a License Insurance Policy. The policy covers loss of wages or earning capacity caused by temporary suspension of pilot’s or navigator’s licence at a given indemnity per week uv to 26 weeks, or permanent ‘suspension up to a maximum of £50. Loss of licence owing to wilful breaches of regulations or foolhardiness is excluded from the policy as it is not in the best interests of British ‘aviation to encourage the taking of chances. THE FLYING COACH. A report in The Times of June 2 said that the Lord Mayor of London (Sir William Waterlow) and the Lady Mayoress flew from Paris to Croydon on Saturday in a specially chartered “16-seater Handley Page Rolls-Royce air liner” of Imperial Airways, the journey taking just under two ‘hours. They left immediately for London to catch the Scotch ‘express for Edinburgh, to attend a civic reception by the ‘Lord Provost. [The description of the machine is that of The Times.—Ep.] . NO JOY-RIDES OR FREE PUBLICITY. The Air Ministry announces that a large number of applications have been received for passages or for the ‘conveyance of freight on the proposed flight of the airship R.100 to Canada when she goes. The public are informed that the flight to Canada and pack will be of an official experimental flight, and no ordinary passengers or freight will therefore be carried, nor ‘can applications for such facilities be dealt with by the Air Ministry. Mails will not be carried. THE GRAF ZEPPELIN REACHES LAKEHURST. The Graf Zeppelin which left Pernambuco on the morn- ing of May 28 reached Lakehurst, New Jersey, on May 31 after a flight of 69 hours. The airship when over Bar- badoes encountered an extraordinarily severe storm which caused Dr. Eckener to give up the proposed visit to Havana. A certain amount of trouble was experienced at Lake- hurst as a gust blew the aiship away from part of the handling crew some of whom were pulled off the ground and were injured when they dropped off the lines. Although various aircraft including the Los Angeles greeted the Graf Zeppelin on her arrival there were but few peonle to witness her landing. The New York correspondent of The Times reports that during the storm two struts of the rear gondola were torn from their fastenings. THE R&.100. In the House of Commons on May 28, in revly to ques- tions by Dr. Morris-Jones and Mr. D. G. Somerville, the Under-Secretary of State for. Air made the following state- ment :— The trial flight of the R.100 was undertaken mainly to test the new engines installed for the Atlantic flight and the modifications to the outer cover wiring arrangements. The test was quite satisfactory as regards the engines, but on arrival at Cardington it was seen that the tail fairing piece. which is intended to improve the flow of air at the tail of the airship, was buckled, and subsequent inspection showed also that in one bay, behind one of the power cars, the force of the slipstream had damaged the cover and the securing wires and tapes. The failure of the fairing piece is due to its having been built of too light a gauge, and it will now be reconstructed in material of heavier gauge and with additional stiffening. The damage to the outer cover will be remedied by inserting intermediate girders in this bay, a method which has proved successful in other bays where trouble has been experienced. Although the damage was of a minor nature, and those on board the airship were unaware of it, the repair will take a little time, the new material having to be specially manufactured. Consequently, it has been necessary to postpone the flight to Canada until the end of June or beginning of July next. Mr. Skelton asked that no further sums should be soent on these costly and useless machines and Mr. Churchill asked whether it was the volicy of the Government to go on indefinitely pouring out money for these useless and costly machines. [One is sorry to disagree from Mr. Churchill and his friend, but these machines are neither useless nor costly when judged as expveriments towards the development of airworthy craft of Imperial imvortance.—c. Gc. G] MORE TROUBLE. The cloud into which the R.100 was alleged to have bumped by THE AEROPLANE last week must have been a hard centred one. Inspection has shown that the trouble was so serious as to delay the trip of the airship until the end of June or beginning of July. U.S. NAVAL AIRCRAFT. The Times of May 30 gives the following information about United States Naval Aircraft :— The aircraft of the United States Navy are to be distinguished on 8 new system from July 1, 1930. This provides for (1) class designation, by an initial; (2) squadron identification by a number; and (3) fleet or station assignment, by an initial and perhaps a number. The class designations are:—B, bombing; O, observation; F, fighting; T. + SAN n 3 — COMPRESSION IGNITION.—The new Ford Tri-Motor with Packard-Diesel engines. =

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Jone 4.19900 The Aeroplane . aa Dteweags Tarr Ob Te: Qe y _ IMPERIAL AND INTE RNATIONAL COMMUNICATIONS. “LIMITE De Solace ney An oF w ree Sek cS ae 5 , a ioe Cae Ls ai, ae ee re es te betes y. oe 1 ky Bee eh ss oss Neg 2 rie al een de ‘ ¥ /\ ohne Pe . iy > A ~ ey 4 ¥. a ‘ ee . xt Mane ae \\ Df. TOR ; ae yu we ae . LW he 2 be oe Se pore Ma ry 4 : oe — whe vv ome wm Phe Coreen re ne MAN Sm an Si RN meee ele is] | wae Hy ‘GA 34 CAPETOWN 31 20 00 = i | i LCO TECALEMIT LN 2 | : af Bf ne rare Lost ECALERI fi : ee oy (31 THERE IS NOTHING TO COMPARE WITH YOUR Y ‘ 7 . LUBRICATION Qy sas ight St IS SPECIFIED WHERE NOTHING si} SIMPLE AND CLEAN METHOD OF LUBRICATION BUT THE BEST IS REQUIRED if ——- food | eS | aan 7 AS FITTED THROUGHOUT AND ON THIS FLIGHT - Pets os ; 3’ e elt F ; - jaw fh | 7 20 The Duchess of Bedf ord’s Bristol ={] AND” OTHERS. HAS ALWAYS -GIVEN COMPLETE Jupiter-Fokker monoplane “The | 333 a : | be Spider,” was equipped with | 234. SATISFACTION “| BARNARD ® | Tecalemit Lubrication for its flight | —’-—-——==$#=—— =. _ ecalemit Lubrication for its flig +h. Snow wnat Ne rears Ree of 18,500 miles from Lympne anaes : — AerodrometoCapeTownand back. TECALEMII LTD. MITRE HOUSE, SCRUBBS LANE, WILLESDEN, N.W.10 Lubrication Experts TELEPHONE: WILLESDEN 5961 TELEGRAMS: “TECALEMIT, LONDON ” As eS EE —— : British Celanese § Cellulose Acetate Dopes) Outstanding in quality . . . . | Competitive in price ... . . | Dopes for all climatie conditions = Frames and quotations “E furnished om request .. . 7 SI ES Ce IA Ee GS Pe e lea material for fe “he eg ROE ts BERS cis oa res S: > = mes e @ as Ol Asia Fittings and fi Be Nene beet: = fancy Articles. Strong. Safe. Windows, Rain-spot and. {4 fats Waterproof, do not turn yellow. . Supplied in all colours—Opaque or Transparent. | ee BRITISH CELANESE LTD. £ Sales Dept Head Office: Celanese House, Hanover Square, & London, W.1 = Telephone: Mayfair 8000 a Dope and and Solution, and Stores: at Werks: SPONDON, DERBY. DEN, N.W. Telephone: Willesden 2860 on -KINDLY MENTION “THE AEROPLANE” .WHEN CORRESPONDING -WITH ADVERTISERS.

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1094 torpedo; S, scouting; P, patrol; J, utility; N, training: and X, experi- mental. Then come the squadron numbers, from 1 onwards. The assignment letters are:—B, battle fleet; S, scouting; A, Asiatic fleet; F, fleet base force; C, control force; D, naval district, followed by the district number; M, marine corps; R, naval reserve; and X, ex- perimental. As an example, the first observation squadron is VO-l; and if with the battle fleet it is styled VO-1B; if with the scouting fleet, VO-1S; or if attached to the third naval district, VO-1D3. Air- ships and kite-balloons will conform to this system. Rigid airships will be ZRS for scouting, ZRP for patrol, and so on; the non-rigid airships .ZNS, ZNP, and so on. [This seems to be either a mistake on the part of the’ sender of the report, or a piece of craziness on the part of the U.S. Navy Bureau. V stands for the products of Mr. Chance Vought,—and so for a make and not for a class. There might be several makes of observation shivs in the Navy besides the Vought. And Z stands for Zeppelin, which is likewise a make and not a class,—so how can a non-rigid _be a Z ship?—Eb.] A STEP IN THE RIGHT DIRECTION. The Postmaster-General announces that on and from June 2 the inclusive charge for air letters, etc., to any European country to which an air service is advertised will be 4d. for the first ounce and 3d. for each subsequent one. These charges will include ordinary postage and air fee. The countries to which the uniform charges are applic- able are:—Austria, Belgium, Czechoslovakia, Denmark, Finland, France, Germany, Greece, Holland, Hungary, Italy, Norway, Poland, Russia, Sweden, and Switzerland. This is to be welcomed as the introduction of a flat rate as opposed to a surcharge. The next step is to use air routes wherever possible instead of the slower and older means of mail transport, and that at the normal rates. A NEW IRVIN AIR CHUTE FOR PRIVATE OWNERS. The Irvin Air Chute of Gt. Britain Ltd. who manu- facture the standard parachutes for the Royal Air Force, announce a new parachute, which has been specially pro- duced for private owners and air travellers generally. It is appropriately called “The Caterpillar Air Chute,” taking this name from the International Caterpillar Club, which is the exclusive club of airmen or airwomen who save their lives with an Irvin Air Chute. Its membership is nearly 300. Private owners, members of flying clubs, and all associ- ated with civil flying are now such an important section of aviation that the need for study of their requirements is evident. It is seen that the equipment they have had to fall back upon (or fall down upon) does not meet their purpose and they are creating their own special conditions. Already in several types of light aeroplanes, Gipsy-Moths and Blackburn Bluebirds for example, parachute seats are standard. Incidentally, one may mention here that owners of aircraft which are not fitted with these seats are not thereby prevented from wearing a parachute. The only reason that a special seat is now being fitted is for the com- fort of the wearer of a parachute. Ordinary seats are usually flat, and therefore do not hold a pack firmly. In designing the new parachute the Irvin Air Chute of Gt. Britain Ltd. set themselves fixed objectives. First, the Caterpillar Air Chute had to be produced with the same high quality of workmanship as in their standard para- chutes. And the Caterpillar Air Chute had to be cheaper. The Caterpillar Air Chute is an all-silk parachute, like the standard types. That is most important to note. It is possible to produce a good and fairly reliable parachute with cotton, but it remains inferior to a silk parachute, whatever advantage it may have in cheapness. The tear- ing strength of silk is far higher than that of cotton; so to maintain a high degree of strength and therefore a high factor of safety the Caterpillar Air Chute is all silk. Another important feature is its performance. It de- scends slower than the ordinary types. This will hearten many potential parachutists. But the next most important consideration in this para- chute is its price. It only costs £60, which represents a considerable reduction in the price of standard air chutes. The Caterpillar Air Chute is identical in size and weight with the other types. It fits in the same size pack and it embodies the same method of operation. Anyone using a Caterpillar after using other Irvin types will find no difference except in the price and the rate of descent. A standard back pad is supplied with the Caterpillar Air Chute, which fits in the usual way underneath the back Pit “a\P 36) TRADE MARK 4 32 At REGISTERED The Aeroplane Iriplex-,_, June 4, 1930 section of the harness and on the airman’s back. But this pad gives another advantage besides comfort. It holds the Caterpillar Air Chute across the back of the cockpit seat so that the aviator may always keep his chute in the cock- pit and simply slip into the harness as he sits down, as simply and conveniently as securing the safety belt. MANY INVENTIONS. Mr. O. P. Jones, who flew the Prime Minister to Edin- burgh recently, afterwards went on to Glasgow, where, in three days, he carried 3,200 joy-riders in G-AACI. 27,000 persons paid for admission to Renfrew Aerodrome on that occasion, but vast throngs (of pure Scots blood) observed the proceedings from various neighbouring sum- mits, and enjoyed it all, the more because the bawbee remained in the pouch or sporran. G-EBIX, piloted by Mr. Jimmy Youell, brought the Lord Mayor, Lady Mayoress and party from Paris, early on Satur- day morning, May 31. The official Turtle, with mace, jewelled soup-ladle, three-cornered top hat and chain of Office, is rumoured on untrustworthy authority, to have met the party at Croydon. Owing to essential] parts of this reptile’s regalia being in the wash, pathetic scenes were Witnessed when Mr. Organ P. Golley was bereft of his spats, which were then fitted to the Mayoral Turtle. About what constitutes an all-weather cockpit contro- versy rages long and loud here. A certain taxi-machine has a totally enclosed cockpit which lets all weather in, but the pilots somewhat unreasonably maintain that it should keep the weather out. Recently a pilot was darn nigh drowned when flying this machine in a rainstorm, and artificial respiration (during which he inhaled a pint of bitter and three pink gins) had to be resorted to. The Ground Staff point out that there is a plimsoll, or high tide mark in this cockpit, situated about the level of the pilot’s eyebrows, and that when the cockpif fills to this height, all the pilot has to do is to fire three red, two green and one white Verey’s lights and abandon ship. Derby results were broadcast to passengers on Wednesday, in the Silver Wing, Imperial Airways Paris machine. A gentleman, said to be Mr. Harry Cobean, the famous Agri- culturalist, stated that he could distinctly hear the clop- clop of hooves and the hard breathing of jockeys (one of whom had bronchial catarrh and made unseemly whistling noises) above the soft purr or sibilant murmur of the Jaguar engines. It later transpired that no such person as Mr. Cobean travelled, that no jockey had catarrh, and that nobody heard any hoof-beats anyhow, and this story is thought to have been invented by some unprincipled penny- a-liner trying to make up space. [And anyhow, it was re- ceived in this office the day before the Derby was run.—Eb.] On Saturday, May 31, while Bristol was somewhat en- shrouded in gloom (except the refreshment tents), K.L.M. had a highly successful afternoon at Croydon when about 140 business friends of the Firm were taken for short flights in he new Fokker F.IX and in an F.VIIl. They were then entertained to tea at the Aerodrome Hotel. The previous Saturday Air Union held a similar ceremony when guests were flown from Croydon to Hanworth Park, where a most enjoyable dinner and dance were held. Lt.-Col. Henderson was joy-riding here all day on Sunday, taking up six passengers a time in his Jupiter Junkers G-EBZV, late the property of the Hon. F. E. Guest. Mr. Jock Anderson made use of his magnetic personality to get people to fly, and we were nearly pushed into the cabin of the Junkers ourselves, by his nimble wiles, escaping at the last moment only because a wealthier-looking person who would pay without arguing hove up in the vicinity. There is no doubt that a cabin machine has a definite attraction for joy-riders, though a large section of the com- munity prefer open-cockpit flying, especially in fine weather. On Sunday Surrey Flying Services also had all the joy- riding work to do they could manage between dawn and dusk. And Col. Henderson took over 170 people up during Sunday’s daylight hours. A business man, wishing to attend an important con- ference in Madrid, flew there in an Imperial Airways taxi, piloted by Mr. Gordon P. Olley, last Friday. While the business man was hard at work on Saturday his pilot was able’ to bask in the sun amidst orange, olive and onion (Spanish) groves. On Sunday the return flight to Croydon was made. Mr. Olley is pleasantly sunburned and still smells faintly of garlic.—spPRyY. ale A TRADE MARK oe oe REGISTERED

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June 4, 1930 BOTH SIDES OF THE PICTURE.—Showing both sides of a rivetted joint with one ‘Tivet still to be closed. A NEW RIVETTING PROCESS. An ingenious method of increasing the bearing areas of rivets without increasing the size of or the weight of the rivet has recently been evolved. This is known as the De Bergue Countersunk Rivetting Process and has the further advantage that the rivet-heads are countersunk. The method offers a satisfactory means of rivetting the thinnest gauge sheets, as the shearing stresses are taken not by the shank of the rivet but by the material itself, which is depressed into tightly fitting cups the sides of which take the shear. The result of this system is that the Strength of the joint is doubled without increase of weight, with the addi- tional advantage of a flush surface. The rivetting operation is done by a small De Bergue Pneumatic Rivetting machine at about the same speed as normal light machine rivetting. Special rivets are used Which resemble, if one can so describe them, an inverted panhead rivet,—that is the top diameter of the head is greater than that of the underside of the head. This rivet is placed through the hole in the sheets and the original flat rivet head is placed on the flat surface of the bottom rivetting tool—Perhaps one should explain here that the De Bergue Pneumatic Rivetting Machines are of the squeeze type and have therefore two closing tools, that is a fixed tool and a moving one. The moving, or top, tool has a specially shaped cupped head and closes over the projecting shank of the rivet. With one quick squeeze two simultaneous actions are caused. Firstly the rivet head is forced flat into the two sheets which Sink together into the cup shape which is formed in, and by the top tool, without otherwise distorting the sheets which remain true. Secondly, the devression in the ton tool ee a cup-head on the rivet-shank, which thus completes e job. The De Bergue 13-ton rivetting machine No. 95 is recom- mended for this work, the gap between the jaws is 18 inches deep by 73 inches wide and the machine is fixed on a Stand. ‘The free air consumption is 1.33 cub. ft. per rivet. De Bergue and Co. Ltd. of Strangeways Iron Works, Man-. chester, are well known as manufacturers of a great variety of rivetting equipment. One has merely indicated the tool best suited for this patent rivetting process and re- frained from catalogueing their complete range. One would suggest that the firm should study a method of putting these rivets into closed structures like floats. fuselages and the hulls of flying boats, in which the produc- oi flush-rivetted joints would be of particular advantage. The Aeroplane - 1095 THE PERILS OF AIR SURVEY. The other day an experienced pil6t in the London District was making a survey tour of outer London to see whether he could find a really good site for yet another aerodrome, as the air over the aerodrome from which he overates is becoming uncomfortably crowded. Flying along one of the new bye-pass roads he found a number of fields which looked ‘promising, so he proceeded to do trial approaches to these fields, gliding down to about 50 ft. and then starting up again. A local householder seeing this performance took the pilot’s number and reported him to the local police for dangerous flying, sincerely under the impression that he was diving onto the cars on the bye-pass and onto people in the fields along the road, and so making himself thoroughly objectionable. The affair has now been ex- plained to the full satisfaction of the Air Ministry and of the local police. best of us have to be. COMPARATIVE FIGURES. A White Paper (Cmd. 3576, price 1d.) issued last week shows that the number of foreigners landing in the United Kingdom during the first three months of the year was 69,197. Most of them were visitors on holiday and business. This is an increase of 3,214 upon the corresponding quarter of 1929. Of the total 990 arrived and 999 embarked at air stations in the United Kingdam. Which shows how small a thing air transport still is compared with sea traffic. The number of aliens embarked was 63,040, Leave. to land “was refused in 483 cases this year, compared with 376 in the corresponding three months oF last year. THE DE BERGUE SQUEEZE RIVETTER.—No. 95, 13- ton type, which is recommended for the new form of rivetting. ~ MALLITE PLYWOOD © USED BY THE LEADING AIRCRAFT MANUFACTURERS | THROUCHOUT THE WORLD. MLL But it only shows how careful even the

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1096 The Aeroplane JUNE 4, 1930 AIR UNION REDUCTION FOR WHITSUN. Air Union announces a general reduction on all tickets for the London—Paris—London service over the Whitsuntide period. The rates from June 4 to June 12, inclusive, for any Paris return ticket will be £7 instead of the lowest usual single rate each way of four guineas. The machines will. be the usual Air Union equipment on this run, Golden Ray twin-engined Loiré et Olivier biplanes of 1,000 h.p. which are among the fastest and most com- fortable in use on the Channel route, also the Farman Goliaths (two Gnome-Rhone Jupiters). THE DESOUTTER CARRIES MORE. The Desoutter Sports Coupé has now been granted a Certi- ficate of Airworthiness for normal flying at the increased weight of 1,900 lbs. This gives another 100 lbs. to play with, as the machine was previously certified for 1,800 lbs. The machine has also been granted an aerobatic Certifi- cate of Airworthiness for a load of 1,550 lbs. Those who have seen the classic performance of Flt. Lt. Schofield in a De- soutter will agree that the machine has earned it. , AIRCRAFT POSTCARDS. A new series of twelve postcards by the Aircraft and Fine Art Company illustrates twelve types of British Air- craft in colours from the brush of Mr. A. Johns. The series includes the Argosy, Supermarine Southampton, Short Calcutta, Hawker Horsley, Supermarine S.6, Blackburn Sydney, Desoutter, Bristol Bulldog, Hawker Hart, Westland Wizard, Hawker Hart, Comper Swift, and the Prince of Wales’ private Moth. Besides being attractive in colouring these pictures are accurate in detail. They may be got from the Aircraft and Fine Art Company, East Grinstead, Sussex. A GOOD DOUBLE. Kayser, Ellison and Co. Ltd., the famous steel makers, have received the following from the De Havilland Aircraft Co. Ltd. We are glad to be able to tell you that the valves in Miss Johnson’s D.H. Gipsy-Moth were made from your Special Heat-Resisting Steel and congratulate you on their durability. The valves of Miss Johnson’s Gipsy Engine as those in the Cirrus Engine which was used by Mr. Bert Hinkler on record 154-day flight to Australia in 1928, were made from Kayser, Ellison’s own K.E. 965 steel. On this previous occa- sion the firm received a telegram as follows :— Must tell you valves your manufacture fitted to my Cirrus motor gave excellent results throughout trip —examination at Darwin showed them require no further attention—-congratulations—-Hinkler. NEW COMPANIES. Watcot AIR LINE Ltp.—Private company. Registered May 16. Capital, £10,000 in £1 shares. Objects: To carry on the business of manufacturers of and dealers in, hirers of and letters to hire and repairers of aeroplanes, hydroplanes, airships, balloons, aeronautical apparatus, motor-cars, motor-cycles and carriages, engineers, etc. The directors are: C. E. Seton, 7, Baker Street, W.1, leather goods manv- facturer. W. G. Anthony, 43, Augusta Gardens, Folkestone, landowner. L. Stanley, The Close, Thames Ditton, C.A. Secretary: F. C. Parsons. Registered office: 5, South Street,- Finsbury, E.C.3. SEALANDAIR LIMITED.—Private company. Registered May 14. Capital £1,000 in 1s. shares. Objects: to carry on the business of designers, manufacturers, importers and exporters of and dealers in motor-cars, motor-omnibuses, coaches, char-a-banc, taxis, lorries, vans, and other automobiles, monoplanes and any other kinds of aeroplanes; motor and general boat proprietors, etc. The subscribers (euch with one share) are:—R. Bastwood, 264, Elgin Avenue, W. 9, Secretary, E. E. Beaton, 19, Browning Avenue, Sutton, Surrey, clerk. Secretary: R. Eastwood. SATISFACTIONS. BRITISH INDESTRUCTO GtLass' Ltp.—Satisfaction to. the extent of £2,076 16s. 10d. on May 7, 1930, on deposit of deeds without instru- ment on Dec. 20, 1929. and registered Jan. 8, 1930. PERSONAL NOTICES. MARRIAGES. BERRYMAN—SHIPTON.—On May 9, at Bombay, Patrick Edwin Berryman, R.A.F., son of Mr. and Mrs. A. Cassels Berryman, of Berkhamsted, Herts, to Edith Kathleen (Kitty) Shipton, daughter of the late Leonard Shipton, Ceylon Government Service, and Mrs. Shipton, of Bedford. DUMINY—STEWART.—On May 24, in London, Flt. Lt. John Duminy, R.A.F., to Janet Ramsay, elder daughter of Mr. and Mrs. Allan Stewart, Bonally, Kenley, Surrey. LANDON—WARREN.—On June 2. at Wing, Bucks, Group Capt. J. H. A. Landon, D.S.O., O.B.E., R.A.F., only son of Colonel and Mrs. Landon, The Old Cottage. Brentwood, Essex, to Biddy, younger daughter of Col. T. R. P. Warren, C.B.E., Chief Constable of Buck- inghamshire, and Mrs. T. R. P. Warren, of Wing Lodge, Bucks. FORTHCOMING MARRIAGE. ALLEN—UTTERSON.—A marriage has been arranged between Wing Cdr. Dermott L. Allen, .A.F.C., R.A.F., third son of Mr. Robert Allen. St. Ewolds. Jersey. and of the late Mrs. Allen. and Beatrice H. Utterson, widow of Lieut.-Col. H. K. Utterson, D.S.O., The Dorsetshire Regiment. and elder daughter of Sir Claude H. Hill, K.C.S.I., CIE. Lieutenant-Governor of the Isle of Man, and of Lady Hill. BIRTHS. SMITH.---On May 26, at The Elms, Ford, Salisbury, to May, wife of Fit. Lt. S. B. S. Smith, R.A.F. Medical Service—a daughter. WAGHORN.—On May 29, at The Bourne Ridge, Farnham, Surrey, to Dollie, the wife of Fit. Lt. H. R. D. Waghorn, A.F.C., R.A.F.—a son. Oe Re owe Orr . 0 pre Oe cow oe eee Miss Amy Johnson used eee | on her Moth machine DUNLOP RUBBER COMPANY LIMITED, Fort Dunlop, BERMINGHAM. Branches throughout the World. C.F.H. 316. ead

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June 4, 1930 2 BOOKS The Aeroplane A SELECTION FROM PITMAN’S LATEST PUBLICATIONS ON AVIATION Parachutes FOR AIRMEN By CHARLES DIXON, Ex-Observer Royal Naval Air Service and Royal Air Force. A useful and interesting book, which is attracting considerable attention from pilots and others. Fullyillustrated, 136 pp. 7s. 6d. net. MORNING POST says—" The bookisa valuable addti- tion to the Pttman aeronautical text-books which now ‘cover almost all the ground from learning to fly, to advancel aerobatics.'' Learuing to Fly Ry ' RANK A. SWOFFER,M.B.E., Chief Instructor to the Hamp- shire Light Aeroplane Club. Recommended not only to lea ners, but also to ne : pilots, and to others interested in modern avi'tion books. Illustrated. Second Ed:tion, 7s, 6d. net. Aerobatics By MAJOR O IVER S!1EWART, M.C., A.F.C. Givesa splendid insight into the control move- ments for various evolutions, ‘The auth r, a fiue fighting pilot and a ‘stunt’ flyer of ex- _ ceptional brilliance, explains clearly every Known aerial manoeuvre. °— Datly News. Illustrated, 5s. net. Pilot's **A** Licence By Joun F. LEEMING. Royal Aero Club Observer for Pilot's Certificates. The popular guide, showing how to secure the certifreate and containing a useful collection of official information for pilots. Third Edition, 3s 6d. . Aviation from the Ground p By Lieut. G. B. MANLY, U.S. Army Air Service, Res. A manual of practical instruction in flight, airplane construc- tion, engines, rigging, instru- ments, navigation, regula- tions, etc. An American work of great interest. Fully illustrated, 15s. net. On a Plane of their own PLAYER'S AIRMAN TOBACCOS .- TAIRMAN' MIXTURE (as illustrated) "AIRMAN NAVY CUT (as illustrated) Ask the Publishers for Complete List, Post Free Copies of the above books can be ordered from a Bookseller. or direct from the Publishers: | ‘AIRMAN! BROWN HONEYOEW SIR ISAAC PITMAN & SONS, LTD., i | PARKER STREET, KINGSWAY, LONDON, W.C.2 | AIRMAN' GOLDEN HONEYDEW | ‘AIRMAN’ FLAKE | Issued by The impernal Tohacco Campany (of Greats Beuain and Ireland). Lid. | Buy YOUR Aeroplane Through N.F.S. SERVICE EVERYWHERE FLYING INSTRUCTION FLYING CLUBS AIR TAXIS Z NATIONAL FLYING SERVICES, LIMITED, Grand Buildings, Trafalgar Sq., London, W.C.2. Telephone : GERRARD 9316 (4 lines) Air Parks :—HANWORTH — LEEDS — HULL — READING — NOTTINGHAM. Aeron ritle, Hy Lt Ee heat ts tittkeets Hpeessh tht ° ; a; . “ > it} A : i ; sinh atyitis if: * ma) Raper 4 . 2s , Leta | testse woe asters Dm oe. “ i ie § : é¢ eisdlapest ae ? sits ' ts sisted tisha ns ie: ‘opt " 1 so CESS ttn Bayt 4 WO cunts i > Rites > i IM ALL CLIMATES Telephones:— Fi ies :- i ee “HendenClendon,wway | Lo ? | | Regent. 4728 | or FN: : sis SER een cE eet == Telegrams & Cables i Dy) e Dles, F Milan (italy TITANINE- EMAILLITE, urp.,175, PICCADILLY, LONDO WI. "Tetratree, Piacy,London. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. | PA69°

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June 4, 1930 The Aeroplane 1099 PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautical Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2542. British Patents No. 242349 and 242556 relating to Liquid Level Indicators, suitable for motor-cars, motor-boats and aeroplanes. Manufacturers desiring to purchase the above or manufacture under licence should apply to Phillips and Leigh, 14-15, Southampton Buildings, W.C.2. STANLEY, POPPLEWELL AND FRANCIS, Chartered Patent Agents, Jessel Chambers, 88, Chancery Lane, W.C.2. Telephone, Holborn 6393; Telegrams, “ Notions, London.” The Proprietor of British Patent No. 234525 is prepared to sell the patent or to licence British Manufacturers to work thereunder. It relates to improvements in aeroplane wings. Address: Boult, Wade and Tennant, 112, Hatton Garden, London, E.C.1. . PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LID. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone - Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! why not learn to fiy during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—2ls. for 28 days’ membership—low rates for instruction—per’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing .beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only i}? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE CHEAPEST FLYING IN THE WORLD! at tiie Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 1s. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aérodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 1097.) Join N.FS. Learn to fly. Fly when you wish. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘“B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying offer unique facilities for learning to fly cheaply and quickly. The popularity of the School is confirmed by the increasing number of pupils turned out monthly. Write for full particulars of the most go-ahead organisation for flying instruction. Rates £2 10s. an hour. Trial lesson 15s. No entrance fee. No subscrip- tions. Five Moths. Experienced Instructors. Perfect aero- drome. Accommodation near aerodrome. Reading Aero- drome. Sonning 114. BEST s&s LLOYD L® AUTHORISED AIR MINISTRY SUPPLIERS AEROPLANE FITTINGS in Brass, Copper, Duralumin and approved non-ferrous Alloys CAMBRAY WORKS HANDSWORTH, BIRMINGHAM * MONARCH ” * Aircraft Components for RELIABILITY. We invite your enquiries for any type of Aeronautical fittings, whether electrical, mechanical, sheet-metal or machined. We are also Spectalists in Armament Equtp- ment — Bombs, Carriers, Release Gear, Instructional Apparatus, etc. Air Mintstry Approved Inspection. MONARCH ENGINEERING CO., LTD., Empire Works, Croydon Rd., PENGE, LONDON, S.E.20. Tel. Syd. 1177. AIRCRAFT CAMERAS. “ Eagle” Aircraft Cameras and Equipment for. survey photo- graphy and Naval and Military requirements. Specialists in Air Photographic Apparatus. Hand-Held Cameras— Pistol Cameras for air snapshots. Full particulars from Manufacturers and Patentees. Williamson Manufacturing Co. Ltd., Litchfield Gardens, Willesden Green, London, N.W.10. ’Phone—Willesden 0073-4. Contractors to Air Ministry, Admiralty, War Office, Colonial and Foreign Governments. | AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 24 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, § in., 6d. yd.; Pressure Gauges, 25 to 100 lbs., 6s. 6d.; Coley Thermometers, 25s.; K.L.G. Plugs, F.7, ls. 9d.; F.9, lld. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. AIRCRAFT WANTED. D.H.53 Aeroplane Required.—Hampshire Aeroplane Club, Hamble. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Wanted Urgently.—‘ X”-type Mark II Cirrus-Moth, Slots preferred. Good price for good machine. Phillips and Powis Aircraft (Reading) Ltd., Reading Aerodrome. Sonning 114. ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale: several new 110 Le Rhone engines complete with magnetos, carburetters and back acaptor plates. These are post-war engines with release notes and log books. Lorraine aero-engines, 100-700 h.p., extensively used; famous for reliability. J. Bilefeld, 37, Albemarle Street, London, W.1. REPAIRS. Brooklands for Overhauls and Repairs. Engines—Thomson and Taylor (Brooklands) Ltd. ’Phone Byfleet 436-7. Aircraft—The Brooklands School of Flying Ltd. ’Phone: Byfleet 436-7. VICKERS' pps ALSO oy ALLOY AND WROUGHT LIGHT ALLOYS TO ANY SPECIFICATION. Tel2phone: East 1221 (Private Branch Exchange). Telegrams: ‘‘ Booth, Birmingham.”’ Cables: Liebers 5 Letter ee fos MES BOOTH ECOMPANY (l9@ LIMITED. entley's Code, ARGYLE ST.WORKS: NECHELLS. Watt sth and 6th idition, mT BIRMINGHAM. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1100 The Aeroplane JUNE 4, 1930 OTe CE 4, 18 FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. "Phone Museum 4793. S. LEWIS’S. "Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London, W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.:; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- spiinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 28s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.: White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.: also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. 'Phone Museum, 62830 WAINWRIGHT’S ‘Phone, Museum 6280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 10/6. All-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted “Zip” fastener front, 25/ -, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road, London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. Established over 80 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fittea with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-: ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-: ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round Shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined: fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sent on 7 days’ approval, on recetpt of cash, or CO .B.., money refunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, wr». (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sheffield. - Wanted, Ground Engineer, A and C licences. SITUATIONS VACANT. Experienced B Licence. Pilot required. Joy Riding and In struction. Permanent job. Apply full particulars. Box No. 0827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4 Required, Ground Engineer. A. and C. Licences. Le Rhones and Avros. Apply Box No. 5830, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. De Havilland Gipsy-Moths. Box No. 5841, THE AEROPLANE, Cannon House. Pilgrim Street, E.C.4. ee SITUATIONS WANTED. Aero-engine Fitter and Tester, age 28, ex-R.AF., requires Situation. Good references. Box No. 5838, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Pilot “B,” at present engaged joy-riding, desires position more prospects. Good references. Box No. 5837, THe AEROPLANE, Cannon House, Pilgrim Street, E.C.4 Skilled Engineer’s Mechanic, experienced general or experi- mental. Young, keen, willing to go abroad. Balderson, White House, Kimbolton, Hunts. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. MISCELLANEOUS. Aviation Publicity.—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Postcards in colours. Two new series. (1) Civil. (2) Service. 1s. per set of six. Postage 2d. Air- craft and General Fine Art Co., East Grinstead, Sussex. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for, separate List. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ’Phone 0365 Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. G. Clifford & Son LTD. BIRMINGHAM. “ SEKA-CLIFF” Trade Mark. Phosphor Bronze IN ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold. Unequalled Value Brilliant Performance and Absolute Dependability ...-make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JuNE 4, 1930 The Aeroplane | THE HAWKER HORNET. (Rol.c-Royce F Engine.) ‘Ture FIGHTER WHICH HAS SET A NEw STANDARD.” THE H. G. HAWKER ENGINEERING COMPANY LTD., Specialists in Military Aircraft. Contractors to HM. Air Ministry and Foreign Governments. KINGSTON, SURREY, 'Phone: KINGSTON 6272 (4 lines). Cables: —HAWKER, KINGSTON. _— a WSS. LMM nF = ie. a= <P} — co UG ta Bp YL 2 me SS. j aa ee = ae ——— = “AIRCRAFT & GENERAL: KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. iii

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ew S > MX nas” ~ Nrweonan The Aeroplane ttl lay a VII py Lette, my 3% 4 “ly Yj ~ioay * me, M, Ulery ) UMVIM pry 4 Vi - % “im, Vy My ylinyyyy “ "en, Uy fp, , V putt Y “wuld fl Wiy hae Medititl fea os / pp =~ | 4, — “tty Y Wee ZZ ge f-“. My Via til g {- + jl illo “yf” j , OO’ oy OO Yi Z Zz Z jl Z Y Z % Ny Y g % Wn "ny, Y wiry Z yi Z ysttttlea en Gay, 4, d ', Z Z se YL Yeti G 43 44 44 4 Z yittl? titan Wun % 'Z, EARS as jltliittda Wi 4 f Z VA - Wi f tite "in, Verne Wi oe Vir 4 Uy GU iyp i % Z Yypll, Z SHY, - s WN Sx qs “i \“ ‘N NS \ § XS N ee oo QQ Y sos AIEIVELLMI A ig, Yee COM t ps, Mitty, Z “t1ppy, Vy y 7 Uy tten f 5 ¢ ‘ “ | een | Z ", Fg SS cerned rend aipnenemren kieanceconmtores DPT pmemeny a i ify = 4% 4% 4% % Yy, Urreoeyyyy yy genre eereenttty, perros 2 3 43 ‘y ia % 4 Wa Witerin, Mn Gi } if 4% % G ee g th, Lo i Lo Hi “ein, arf ai} j Uf? May 4 J an ’ IL ve “trerttfl Vi if i f $f Le . ¢ Uy, VA KC f/ “ta $s i H Za Wi. Le Vig ‘: . ten Cy “teunprttt” “Otrppypypptt?? “nary, $3 44 H ~, Jr, j ; ALOATATE verrellll laspeippaveer vente aeeeeed teavewes 100 20t0 ree ee eD Peet tT ETL TEP g j j sf . tit : Y jo” Peoe LOO OLED LEME LEP OAD ACEO LELCOL LE UTNE IEOLLEPUE A ENTOOLELOUTELLETOTOLED CODE EOD SEUNIEEELEEE POE, 3 igencogeaseed : $f ee, "432 4 . WL Genanaverooangsasocoss, vA, } 7 y Iv L, 5 f \A1 W Lh ' LON C. es ondon ‘ "VI u ‘ f Van ae 7 a ¥ - Lad EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILL ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, tol. ris LUDGA Cc Sale irements B O 10m g t 1a Bae Publighi Digitized by ie Grams PILGRIM STREET Gerrard 6023; 108, t Advertising, In various compression fra FILTON, BRISTOL, Gerrard 65407; » Ns COATT Editorial, SS Telephones: ROPLANE CO., LTD. “ 4 ° 4 JUPITER Aircooled Radial Engine, to suit all military and commercial requ geared, ungeared or supercharged, Published by AERONAUTICS LrD., at Cannon House, Pilgrim Street, Ludgate Circus, Printed for AERONAUTICS LTD., by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, THE BRISTOL, AI

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JUNE 11, 1930 The Aeroplane. LOE ONO net toa et tp amreratt D LT FAIREY AVIATION COMPANY THE HAYES +» MIDDLESEX HIGH PERFORMANCE SERVICE AIRCRAFT + 405.

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MAIN LIBRARY JUNE 11, 1930. ha | EROPLANE VOL. XXXVIII No. 24. Incorporating Aeronautical Engineering The Editorial Offices of ‘‘The Aeroplane” are at 175, Piccadilly, London. W.1. Telegraphic Address: Advertisement Offices: Subscription Rates, post free: Abroad, 3 months, 8s. 9d.; 6 U.S.A., 1 Year, $8.50. ACCA Cm ‘‘ Aileron, London.” 175, Piccadilly, London, W.1. Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone : Home 3 months, 7s. 6d.; months, 17s. 6d.; Entered as second class matter at the New York (N.Y.) Post Office. Gerrard 5407. Gerrard 6023. Telephone: Telephone : Central 5822. 12 months, 30s. Canada, 1 Year, $8. 6 months, 15s.; 12 months, 358. ON - BUSMAN’S HOLIDAY. AN ALLEGORY. Somewhere about fifty years ago there was an Irishman by the name of Foley who had a high-pitched voice that would sing ‘“‘ Kathleen Mavourneen ” till you really believed that it might be for years and it might be for ever. But he made very little money. So he went to Italy and studied, and a few. years later London Society was devastated by an Italian called Signor Foli, a gas-jet tenor, who warbled about mobile donnas and such-like, and died leaving a hand- some fortune. Somewhat likewise, there was a lad by the name of Tony Dooley, as fine a dancer as ever won a first for reels at a Feis Ceoil, or waS an epicure about his shoes. And he also made no money. But, thanks to a course of Diaghileff Ballets and Baksht décors, Anton Dolin is one of the World’s greatest Russian dancers. English gliding is something like that,—and so is much of the rest of British Aviation. . BRITISH GLIDING. In October 1922, contrary to all meteorological experi- ences, there was half a gale from the north-east, and a lot of British aviators who had expected to do long hops in gliders down the southward slopes of Itford Hill found themselves soaring for minutes, and even for hours, on the howling chimneys made by the cups cut away by erosion = ae steep northward faces of the ridge from Itford to irle. A little Frenchman named Maneyrol, in a quite impossible fiying-machine, sat on the upcurrents for three hours or more, and Sq. Ldr. Alec Gray (formerly commanding 55 Squadron, R.A.F.) sat there nearly as long in a contraption made up of a German Fokker wing fixed onto a sawed-off fuselage of a Bristol Fighter. And both landed, long after dark, on top of the ridge, above where they started, by the lights of motor-lamps, merely because everybody was bored bs waiting for them, and told them so, both long and oud. Also, Mr. Freddy Raynham, one of our pioneer pilots, and sundry others, soared and glided and did all those things which are now being hailed as World-discoveries by the daily Press here and in America. Gliding and soaring have been discovered again simply because we here have been too lazy to go on with it as a sport and too stupid to take it up seriously as a method of scientific research. So we have had to import at great expense a perfectly charming Austrian,- named Kronfeld, who is, of course, called a German by the daily papers, to teach us what we ought to have known seven years ago if we had gone on instead of leaving off. So far as one can discover, the only people who have got any good out of the lessons of Itford in 1922 are some R.A.F. people who were serving in India soon afterwards. Their job was to bomb certain targets in Waziristan. They had to start from a hot valley, and circle round and round in it to get enough height to clear a line of cliffs on the far (and always the down-wind) side of the valley. When they had got their height, with the old-type Bristol Fighters, they had just enough petrol left to get to their objective and back, if the wind did not increase. If it did they sometimes scraped back over the cliffs and landed in the valley, and once or twice a machine was forced by shortage of petrol to land in the mountains, where the friendliness of the population was doubtful. Then one day some bright lad thought. of Itford and its up-currents. So, instead of circling the valley for half-an- hour or more, he flew straight down-wind to the other side, turned round facing the wind, with his tail as near the face of the cliff as he dared to go, throttled back, pulled the nose of the machine up, and just went up like a lift. He found himself at the top with something like an- hour’s petrol to svare. After that the rest of the squadron made a habit of soar- ing up the cliff, and there was no more anxiety about short- age of petrol on the homeward journey, and there were no more cracked-up Bristols in the valley. Apart from that, all that the 1922 Itford show did for us “WAFTED ON DARING ART’S FICTITIOUS PLUME.” (Virgil on Daedalus—Translated by FATHER PROUT,) OVER THE EDGE.—Herr Kronfeld in the “ Wien” being launched from Itford Hill.

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1102 The Aeroplane - JUNE 11, 1930 was to produce a competition for perfectly useless aero- planes, because some people thought foolishly that a prac- tical aircraft could be made by putting an engine into and a landing-carriage under a glider. And ultimately we de- veloped light aeroplanes rather like pre-War B.Es, somewhat lightened and with more reliable engines. Let us hope that Herr Kronfeld’s beautiful Wien may put us onto fresh lines of thought. The new Puss Moth and the Segrave Meteor show that we are thinking in the right direction. A little further along the same lines, and a return to our old ideas of the importance of aspect ratio, and we may find ourselves going ahead quite suddenly with our power-driven aeroplanes. A HOLIDAY TASK. By way of having a complete holiday from Aviation, after several weeks of over-work one retired to Sussex for the Whit Holiday week-end, and out of mere vulgar curiosity to see what all this newspaper excitement about sail-planing meant, one scaled again the heights of Firle Beacon, in the editorial American automobile, and drove along the ridge to the old familiar gliding site on Itford Hill. A POINT OF LAW. Incidentally, a rather pretty legal question seems to aris here. The land on the Downs belongs to Viscount Gage. But seemingly there is a right of way along the ridge, as is shown by well-established tracks and by the fact that there is no barrier at the top of the road from Firle Village where it debouches onto the open Downs. And the local people and all visitors have always had free access to Firle Beacon and Itford Hill and the whole ridge. Also, there is at the entrance to the sacred ground of the Seaford Golf Club a notice which reads “ Right of Way to Firle.” That being so, what right had some person or persons un- known,—perhaps the British Gliding Association, perhaps The Daily Express, perhaps somebody else, to station men at the top of the hill to demand half-a-crown from all cars using the track to Itford? And what right had these, or some other, persons to demand further payment to pass the last gate to the Itford plateau? One is not denying the right. One is merely asking for information. If the money goes to the British Gliding Association, so much the better for the Association. But, if someone who makes a hobby of upholding the rights of the public had called what looked very like a bluff, and the affair had been taken into Court, the result would at any rate have been instructive. thousands of foot-passengers reached the sacred enclosure at Itford without saying By-your-leave or Thank-you to any- body. THE HEAD-CENTRE. At the camp on Itford one found, naturally, the British Giiding Association in full force. Col. the Master of Sem- pill, the Chairman, President, or/and whatnot, was as And certainly a good many energetic and ubiquitous as could be. Just how he manages to do so much for British Aviation without fee or reward besides all the hard work he puts in at his own business is one of life’s mysteries. He has made the Royal Aeronautical Society in the past three years into a real power in the World, after its mem- bers had become as lethargic as the population of the Silence Room of the Athenzum Club. He has been the moving spirit in organising banquets to and for various deserving people and objects. In fact he and his wife between them (taking into consideration all that the Hon. Mrs. Forbes Sempill has done for the Air League and the Forum Club, as well as for the R.Ae.S.) have been the chief energisers of British Aviation of late. Anyhow, when one arrived at the camp Col. Sempill was busy directing some form of Noise Unit on a lorry where to station itself so as best to broadcast assorted information and alleged music. He was also arranging a laager of cars round an extinct dew-pond, for a lunch-party. He was re-arranging the housing, or tenting, or hangaring, of various gliders, so as to allow a damaged British machine to be repaired in peace. And in between he was telling the semi-converted (of whom one was one, as it were) all about the usefulness of gliding. He seems to be able to go on for ever with all these jobs. At this rate he will have to change the family motto to ‘Sempill Sempiternus” or something of that sort. SOME PIONEERS. About the next person one met was Mr. Eric Gordon England, once a vioneer aviator and now World-famous as a builder of bodies for automobiles. Among his other accomplishments he has about the best broadcasting voice and manner one has heard. Actually, unless one’s dates are a bit out, Mr. England is (or was) the first Englishman to fly, for one believes that his amazing glides in the bird-like Weiss gliders from Amberley Mount near Arundel were made long before either Mr. J. T. C. Moore-Brabazon or Mr. A. V. Roe or Mr. S. F. Cody made their variously disputed power-driven hops. One of his glides landed him over a mile from his starting place. And those old cantilever monoplane gliders designed and built by José Weiss are worth studying to-day. They were only about 25 vears too early. Also there was Marcus Manton, now a prominent gliding expert, after having taught the art of flying to lots of men who are now senior officers of the R.A-F. . The first person launched after our arrival was Mr. Lowe- Wylde on the Kentish club’s Zogling (or training machine), and a War-pilot of experience. He vlunged fearsomely over the edge of the cliff, battled with the breeze like a Union Jack, and sat down on a lower shelf of the hill a few hundred yards to leeward. An _ assistant-conspirator re- marked that not for nothing were his names low and wild, PIONEERS OF BRITISH GLIDING (OLD AND NEW ).—Left to right, Mr. Marcus Manton, Col. the Master of Sempill, Mr. Ashwell Cooke, and Mr. C. H. Latimer- Needham.

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Jews 1, 1939 The Aeroplane 1103 BREIL CS ELE LORE SES OR NONE ONO ORR eS ROS AS RS RRR 2SCE ee es vA S J SA ~ He *°S “aye ase nee a : “aN Ry ee | : “Ss OY 4 geo a 9 G Aas? E 0 53% x Aero Engine ae “ANe “ q? : x % ie a WA " wei © iO) a Cy a) Pe iis ¢ "Cay . ; bo A ; 7). oP wide success of this engine, ae © ‘Oi ‘e apart from the excellence of “sy ei : SAE 345 . ANE cc its design, is unquestionably Oy CaP ANG 9 2 cp : ny in a large measure due to the ae a perfection of workmanship — us NWO) ONS aes yaa i849 aes GIRS BNP ‘a SECOND TO NONE Ese G4 BO 6 SS i 4 ‘i a “us IN THE WORLD eae: gy 42 ONZE) aS FLIGHT, 3rd Jan., 1930 oo ght Ao we CAP cat ree) CNA ANS Cr Ne ie ® 2 . Gres 3, ; = s* 3, & D. NAPIER & SON, LTD. + = Aéeton, Lotion, W. 3 ‘I od oY pe ‘eo Ag 3), JOG e KR IRG: EERE SS MORES ES SIIB VETTES IER FITS OROLORON SON NER SLES Ua KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1104 The Aeroplane™ JUNE 11, 1930 —and he very nearly followed Mr. Wylde over the cliff without a glider. ' Whereupon - Wing-Commander George Pretyman, one of the earlist R.F.C. pilots, remarked gloomily that as he was the next on the list to be catapulted in the same machine he woul probably not be a pretty man to behold if the Zog- ling had been damaged by Mr. Wylde in what looked like a bumpy landing. All the same he made a very good glide to a point a hundred feet or so below,—whence the machine was retrieved by a Citroen-Kegresse tractor which seems to like descending a slope of about one-in-one and hauling things up it. THE SOARERS. : Meanwhile Herr Magersuppe—whose name is easiest re- membered because it has nothing to do with Maggi’s Soups . —had been giving a pretty show ona real segelflugapparat, or sail-plane or soaring machine, boldly displaying the name ‘of The Daily Express, by which enterprising journal he and it had been imported. It was quite a pretty Show. ‘And his landing was like that of an Autumn leaf. Then one inspected the Prufling, or secondary training machine, bought from the Kegel firm by the British Gliding Association, and sold on hire-purchase to the London Glid- ing Club. On it, the previous day, Mr. Latimer-Needham of Halton had done some real soaring while the wind was blowing Straight into the Itford cup. On such days at Firle you could soar on a tea-tray. But Itford is less efficient.- ~ On Sunday the wind had gone off a trifle to the East which was not so good. And early that morning Mr. Needa- ham had tried another soar with disastrous results. He had Janded on a wing-tip and cart-wheeled so that he had pushed his head into the centre section and the control- column into himself, and was completely knocked out for some niinutes. Happily he was all right next day, but, the Prufling was not, and he was, as another criminal re- marked, sorer than a soarer should be. SOME VISITORS. After that one found more visitors from the power- QGriven branch of aviation. Lady Bailey was there with some of her family, and her Sunbeam car. Sir Alan and Lady Cobham and sons and Mrs. Cobham (Sir Alan’s mother) came in a very smart Siddeley. And there were THE RECORDMAN.—The “Wien” at close quarters. lots of pilots of the R.A.F. and Civil Aviation, among them Mr. Christopher Clarkson, late of the C.F.S., who had come to see what testing a glider looked like. Also there was Howard Wright, one of the real pioneers, who built an aeroplane for Sig. Caproni in 1908 in a railway arch at Battersea, next door to the Dog’s Home, and built hundreds of aeroplanes in the next ten years, and is now carbonising coal at low temperatures and, one hopes, high profits. And there was S. V. Sippe, who bombed Friedrichshafen in November 1914, and forsook Aviation a few years ago,~ and looks more like a millionaire than ever. Altogether it was a regular Gathering of the Clans, past, present and future. And it was very good fun. Added to which, barring the howling gale which made the tents flap like pistol-shots, and whistled through the spokes of the cars, it was all so nice and quiet without those noisy en- gines which so spoil conversation at other flying meetings. THE RECORDMAN. The real key to the whole gathering was the performance of Herr Kronfeld and his record-breaking glider, the Wien. It is a beautiful piece of work, as was admitted even by Mr. Camm, of the Hawker Engineering Co., who, as the designer of the R.A.F.’s newest fighter, the Hornet, which does about 220 m.p.h., is no mean judge of streamlining and finish. During lunch (for which thanks to Lady Cobham and Mrs. Sempill) one had a talk with Herr Kronfeld—who speaks excellent English. He is the perfect example of the perfect glider-pilot. Everything he does is done to learn something. The only thing that bores him is a duration contest, when there is nothing to-do but sit. , He was delighted because the previous evening he had met some clouds of a sort which were new to him. He and Mr. Entwistle, of the Air Ministry (our old friend the Gust- guesser of 1922, back in his old haunts) had argued whether such clouds were likely to give any lift or not. And they both thought not. ; . So he waited till the clouds came near. Then he went up on the ordinary up-current from the cliff and caught their draught. To his joy he found, that they gave a good lift, and he reached them at about 3,000 feet, but did nat go right into them for fear of losing sight of the ground and being drifted out to sea. Still, he had learned someé- thing new, and that made the trip worth while. Herr Kronfeld says that though you can tell pretty well from the look of a cloud whether it will give a lift or not, you cannot tell whether you will get the lift from the front or the back of the cloud. And: sometimes, when there is 8 Itford before the pubKc show.

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= jowe 21, 152) The Aeroplane 1105 Tr ST Extract from a letter received from A/S Norsk Lufttransport, an aircraft operating Company in Norway. | | “WE HAVE JUST OVERHAULED OUR CIRRUS MARK III AND ARE GLAD TO MENTION THAT THE ENGINE HAS RUN FOR 290 HOURS WITHOUT A SINGLE MISHAP. THERE ARE NO REPLACE: MENTS TO BE MADE. WE ARE VERY PROUD OF THIS ENGINE.” AQ MANUFACTURERS FIT CIRRUS & HERMES ENGINES IN - 63 DISTINCT TYPES OF LIGHT AIRCRAFT, ETC. | . oe CIRRUS AERO-ENGINES LTD. ——REGENT HOUSE,——. 89, KINGSWAY, LONDON, W.C.2. Telephone: Holborn 4076. Cables: *‘ Ocirruso, London.” UUAECCAUEEACAUNECAUCAOAUNANEAAAUEEAAUECAANCGGAAUNAAAEACAH EA AUUCECAUNAOAUU AENCAUCALAUEGAUOEAAOUNAGUUAOUEOOOOUEECOOOEEAUUCAGOUCAOGUUOGOUUCOOAUOEOOUOOGOUECAQUDOGAbOOGOUuOOOnUGOOQquOOUdqqOOOn SHAMADNSANANNAANAUOAHUAHAGDEROAOUUAEAE AOU NGD TENA AAAAAAUEAUAAUAAOUUEA OUD SGUDOAHONADGHUGUUADOGUONATSUONGGQUEASOGUOGOSUOGNOGUGADOANOGNONOSSOGNOCAEENOOGENLS NONSNUGGNOGAOEAUGNDAQGANOONGGOSON SUADGGDOGOGONOOH0GDGGNOGDNGNONNNONCONUSNOOANONOONNEAUAGOOANOGONOOOGNOGUOGUOGt STITUTE UPELEUPELLEUCLEE PLCC UILUCPCUIRUUPLU PULAU PL PLPC KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1106 a ee Strong wind the lift caused by the cloud may be found after the cloud has passed over, because the drag of the ground causes the air-current to lag behind the cloud itsel>. Kvidently this cloud-soaring is a highly fascinating study and very good sport. _The Wien itself ought to be Studied by all aircraft de- signers. It has a span of 65 feet and an average chord of about 4 ft. Its gliding angle is said to be about one-in- thirty, and its speed-variation is great. Herr Kronfeld Says it glides at anything between about 25 m.p.h. and 50 ™m.p.h., as required, and lands at about 12 m.p.h. He carries an altimeter, an air-speed indicator, and a statoscope (to Show quickly whether the machine is ascend- ing or descending), but he says that mostly he flies by the feel of the machine. Which seems the best way, seeing that there is no motor to interfere with the pilot’s feel of it. Also, he carries a parachute—which seems wise. One can only hope that all those who are interested in gliding and hope to soar, will have a chance of hearing Herr Kronfeld speak. He is a singularly charming person, he is a real enthusiast, and he knows his job. To learn from such a man is a pleasure. CERTAIN POINTS To NoTE. Whether this Itford Meeting will do any real good to gliding as a sport or as a Science is difficult to say. People who went there knowing nothing about gliding in the first place will no doubt have been enthused by Herr Kronfeld’s marvellous displays. And when they go home and are asked to admire Zoglings being pulled off the ground and flopping down again 100 yards further on they will merely be contemptuous of gliding as a sport. The other day a sportsman wrote to this paper and wanted advice as to what he ought to charge for giving an exhibition of gliding on a machine which he had built himself. Apparently he had been asked to give such an exhibition by the people who are running the local Féte and Gala. His idea seemed to be simply that he should be pulled off a flat sports-ground by the usual catapult crews and then sit down again. One told him frankly that the best thing he could do would be to cut it out altogether, and that if he could not give a proper exhibition of soaring flight he had better leave it alone. There is another side to the Itford show,—which is that a whole lot of youngsters who have seen the real soaring there, and think it is as easy as it looks, will hurl one an- other over cliffs in the same happy way that the expert Soarers are hurled, and what with inexperienced pilots and badly made gliders there will be a pretty heavy death rate. Herr Kronfeld’s gliding may be compared to the per- formance of the juggler on the stage who holds four bil- Hard balls between his finger-tips and then makes them vanish in the palm of his hand. It is beautifully easy when you know how to do it. The organisers of the meeting made one fundamental mistake. That was in putting their camp where they did on itford Hill. It ought to have been on the point of Firle Beacon. Then they would have had an area which was much easier to control, much more convenient to reach, much better for soaring with the-wind as it was, and actu- ally with a better South-Westerly face if the wind had turned the other way. Except with the wind due North or from the North-West the Itford cup is the worst of the Jet. SS 2 ne FI: i Ae? Gordon EXPERTS.—Herr Kronfeld and Mr. Eric England, and the nose of the “ Wien.” The Aeroplane. JUNE 11, 1930 WELL FITTED.—Herr Kronfeld in his habitacle, showing how the pilot’s head streamlines into th machine, Meantime, those who regard gliding merely as an all-the- year-round form of tobogganing can get along with their game. It has nothing to do with serious soaring, and a Jot of people will break their silly necks at it, as they have done in America, but it may produce a few aeroplane pilots, and so be useful to some extent. Here let Mr. D. Bradbrooke tell the story of the first day's work.—c. G. G. AMATEURS AND ARTISTS AT FIRLE. The uncannily finished soaring of two great German masters, Herren Robert Kronfeld and Karli Magersuppe, was supposed to be the feature of Saturday’s opening ses- Sion of the gliding display at Itford, sponsored by the British Gliding Association. So, in a way, it was: but while these human gulls sailed away for hours on end and spent a quiet afternoon and evening miles away and hun- dreds of feet up, the real sport of the day was provided by their ambitious imitators from the various British gliding clubs. These local lights were slung off into a beauti- ful up-draught furnished by a nook in the Firle hills, and they teetered triumphantly above the heads of the crowd. As one impatient aspirant remarked, waiting for a ma- chine, the difficulty was not to get them up, but to lure them down. Their enforced nearness added to the interest. Herr Magersuppe performed first on The Daily Express “ Professor” type glider, which is a very pretty piece of woodwork. He made three flights of two-and-a-half hours, half-an-hour, and twenty minutes respectively. His mastery. of the machine was quite astonishing, especially to those who had never previously seen any gliding, much less sail- planing; and some thousands of these were present. One of the attractions of gliding is perhaps the essential inaccessibility of the starting-point to ordinary mortals. The summits of the Downs are not laid out with motor roads, and the traffic jam obliged many enthusiasts to leave their cars and toil up-hill for three or four miles. On the whole it was worth it. The sight of Herr Magersuppe wheeling nonchalantly overhead and wandering for miles to-and-fro over the length of the ridge drew hundreds of pedestrians on and ub. At about 17.00 hours Herr Kronfeld was sent off in his Sail-plane, Wien, and spent some time swooping low and talking to the various sound units ag he hovered just above them. Then he started up in earnest, and was next seen about 19.00 hours when he returned from an easterly jaunt at about 1,000 ft., circled, and departed for more researches into English up-currents. For the early afternoon the catapults were busy. Mr. C. H. Latimer Needham, one of the instructors of the Lon- don Gliding Club, took off on a Zogling and spent 22 minutes hovering over the brow of the hill. This primary training type has a rather poor gliding angle and requires a vigorous up-rush of air to keep it floating. _The up- draught at this point was admirable, but limited in extent, and those aspiring soarers who got off its edge or over its crest generally ended far down the valley, where the minis-

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s The Aeroplane ae JUNE 11, 1930 The TWO -SEATER An Aircraft with many applications. THE Atlas 2-seater steel aeroplane has been used for three ay years as standard equipment for the Royal Air Force. It has | _ awide field of application and can be used for army co-opera- wz =a __ tion duties, for advanced two-seater training and as a seaplane. It is available with the Jaguar or Jag ar Major engine, with | '-which it becomes a two-seater fighter of outstanding quality. SIR W. G. | ARMSTRONG WHITWORTH] | AIRCRAFT LIMITED _ | Works and Aerodrome: Whitley, Coventry. London: 10 Old Bond Street, W.1. | KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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* 1108 trations of a Citroen-Kegresse caterpillar tractor restored them to the hill-top some time later. Mr. Needham later took up the London Club’s Prufling, and kept it up for an hour. Eventually he was reminded, per megaphone, of a luncheon appointment, and came down. Mr. Marcus Manton’s first attempt in the Prufling was not a success of the first water, as he wandered off the forced-draught, but later he achieved a fine 16-minute flight, and thereby qualified for his ‘““C” licence. For this the pilot is required to spend five minutes above the level of his starting-point. Colonel the Master of Sempill was catapulted off in a Zogling, but after a brief period of hovering drifted over the - edge of the bump and continued down into the valley. Mr. G. M. Buxton provided one of the most interesting flights of the day. Having had very limited time on gliders he has not the fine touch of Mr. Needham nor the patient cunning of Mr. Manton, but he knew where the up draft was and meant to stay within its beneficent support. Several times the glider was seen to drift too far out and begin to settle, but Mr. Buxton turned steeply and boldly back again, and repeatedly regained his height after swoop- ing within a few feet of the ground. He landed after 16 minutes, full of action and suspense. When we left, at about 20.00 hours, the Wien was still poised in the evening sky about three miles to eastward, and seemed to be about 3,000 ft. up.—r. D. B. Post ScRIPTUM. Reports state that late on Sunday night Mr. Lowe-Wwylde completely wrote off the Kent Club’s Zogling and escaped unhurt himself. He tried to turn after losing the up-current and was drifted broadside into the face of the hill. Some good gliding was done on Monday ee Herr Kronfeld and Herr Magersuppe. THE RETURN OF THE “GRAF ZEPPELIN.” The Graf Zeppelin left Lakehurst, New Jersey, late in the evening of June 2 and was reported over Flores, in the Azores (aS Tennyson has it), at midday on June 4. On June 5 the ship reached Seville, where it was moored in the late afternoon. A report from the New York correspondent of The Times states that, according to Herr Knut Eckener, son of the famous Dr. Hugo Eckener, a regular Atlantic airship service will in all probability begin in the August of this year. Herr Knut Eckener is going to Germany to take charge of the final stages in the construction of the new Zeppelin which is nearly completed at Friedrichshafen. The new airship will have eight engines, developing 4,000 h.p. She will carry enough fuel for 85 hours’ flying at full speed. At 07.23 hrs. on June 6 the Graf. Zeppelin moored at Friedrichshafen after a voyage of three weeks to South and North America. Among the passengers were Mr. Fred. M. Harpham and Mr. Karl L. Fickes. Mr. Harpham is a Vice-President of the Goodyear Tire and Rubber Company and a Director of the Goodyear Zeppelin Corporation. He is on his way.to the Goodyear factory at Wolverhampton, .where he intends to spend some time. He is travelling in the Graf Zeppelin to Friedrichs- hafen, whence he will come to England. Mr. Fickes is also of the Goodyear Zeppelin Corporation and is second-in-command of all the blimps which are operated by that organisation. He might rejoice in the title, one supposes, of Air Rear-Admiral or Air Commodore. A MOIST END. A Reuter report states that a small airship which had been used at the Stockholm exhibition and was being flown to Germany for some repairs, was forced down in the Baltic. The German crew of three were saved, but apparently the airship, or what was left of it, was not salved. Its frag- ments will probably give rise to another sea-serpent myth. A SEAPLANE MEET AT BRIGHTON. For June 30 and July 1, being Monday and Tuesday respectively in Brighton Gala’ Week, an assembly of flying- boats and seaplanes is planned. All interested owners and builders of such craft are advised to communicate with Mr. M. H. Volk, Honorary Organiser of the Aviation Section, Royal York Buildings, Brighton. A NEW HEIGHT RECORD. On June 4 Lieut. Apollo Soucek, U.S.N., made an attempt on the World's Height Record, and as the result of the examination of his barograph by the U.S. Bureau of Stan- dards he is claimed to have reached a height of 43,166 ft. The present World’s Record is held by Herr Willi Neuen- hofen, who, on May 26, 1929, reached a height of 41,795 ft. in a Junkers monoplane (Bristol Jupiter engine). The Aeroplane JUNE 11, 1930 THE PRUFLING.—The Kegel intermediate training machine which Mr. Needham cracked up on Sunday. A NEW AIRPORT FOR PARIS. The French Air Minister, M. Laurent Eynac, has an- nounced that a new Airport for Paris will be established |to replace Le Bourgét, which will be turned into a purely military air station. No official decision has vet been made about the site ot the new Airport, but consideration is to be given to Maisons- Laffitte, about 10 miles N.W. of Paris, where there is an .excellent seaplane station adjoining the plain of Fromain- ville. In any case it is the intention of-the French Air Ministry to establish a combined land and seaplane airport for Paris, and a total of £1,200,000 is to be devoted to its construction. AN IRONY OF PEACE. Kurt Stollwerck, who was stated to be a German war-time pilot of repute, and a member of the famous family of chocolate manufacturers, was drowned on May 31 at Long Beach, Long Island. Herr Stollwerck was flying a French Avileo machine (a high-wing monoplane) which dived into the water during a stunt flight. Apparently Herr Stoll- werck was interested in the introduction of this type into America. COKER CLARKSON. One learns with the deepest regret that Mr. Coker F. Clarkson, Secretary of the Society of Automotive En- gineers, the greatest of all the automobile organisations in the United States, died suddenly on Wednesday, June 4, at Scarborough, New York, as the result of a heart attack. Mr. Clarkson had been Secretary of the S.A.E. for many years and thanks very largely to his outstanding ability and industry the Society occupies a position in the auto- ‘mobile affairs of the World which is at once powerful, in- fluential and valuable. The published proceedings of the S.A.E. contain information which is immensely educative to all who are concerned with the technics of automobile engineering, whether for vehicles used on the land or on the sea or in the air, and Mr. Clarkson has been very largely responsible for the excellence of this information. As a man he seemed typical of everything that is best in the States. His sound common sense and his all-round knowledge of men and affairs was balanced by an exquisite sense of humour which made him a most enjoyable com- panion. Personally one owes him a deep debt of gratitude for his many kindnesses and great courtesy when one was in the States. One can only hope that the Society may be so fortunate as to discover as good a man to fill his place.—c. G. G.

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JUNE 11, 1930 The Aeroplane 1109 | WORLDS: : . zee. | | OF THE ARMSTRONG SIDDELEY GENET AND GENET MAJOR ECOR —_— ERROR ENDURANCE. Light Aeroplanes, 3rd category, single seaters, weight 200-350 kegs, (440-770 lbs), distance in a straight line, July 17th, 1929; D. S. Zimmerly, Barling, U.S.A,, N.B.3 80-88 h.p. Genet, 2,500 kms. (1,553 miles). HEIGHT. Light aircraft, 3rd category (single seaters weighing less than 350 kgs), Altitude (France), Albert monoplane fitted with 80-88 h.p. Genet engine at Le Bourget, February 11th, 19303 7,730 metres (25,509 ft.), Class C, First category Light Aircraft up to goo kgs. 2-seater, Aircraft D.18 of the Darmstadt Flying Academy with 100,110 h.p. Armstrong Siddeley Genet Major engine, on the 218t April, 1930, at Darmstadt; Height, 7,§21 metres (24,819 ft.). | | Bay tak 1 SPEED. Class C. First category Light Aircraft up te 400 kgs, 2-seater, Aircraft D.18 of the Daimstadt Fiying Academy, with 100-110 h.p, Armstrong Siddeley Genet Major engine, on the 23rd April, 1930 at Darmstadt ; 214.848 kms, (134.3 miles) per hour over 100 kms (62,5 miles), _ARMSTRONG S I DIDIE i. GENET ENGINE NOW st:for Light Aircraft | : ’ ’ Ps @ @ e ; KNOWN Best:for Light Alrcral ALL | S . c OVER = fe ee. ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND THE - yl. ‘and 10, OLD BOND STREET, LONDON, W.L _ WORLD. - oe ma 7 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1110 The Aeroplane JUNE 11, 1930 THE KING’S CUP RACE. The entry list for the King’s Cup Race was published, most inconveniently, on the Saturday before Bank Holiday and a truly formidable list it is. Ninety-six entries will take a good deal of starting, and so many of the machines are practically identical that they will have to be started in verv large bunches. Naturally the most important entries are those of His Royal Highness the Prince of Wales and His Royal High- ness Prince George. That two Royal Princes should take this practical interest in air racing definitely puts the sport socially on a level with horse racing, and in front of motor racing,—a form of racing which has never attracted quite the best people. Moreover this year there are more genuine Sporting entries than ever in proportion to the number of trade entries. As was stated in THE AEROPLANE a fortnight ago the Prince of Wales has entered a Hawker Tom-Tit with an Armstrong Siddeley Mongoose’ engine, to be flown by Sq-Ldr. Don with Fit.-Lt. Heslop as navigator. There is interest in the fact that Sq.-Ldr. the Rt. Hon. F. E. Guest has secured a second Tom-Tit for the race and in- tends to fly in it himself. Prince George has a paid handsome compliment to the De Havilland Company by selecting a Hawk-Moth as his entry, and Mr. E. H. Fielden, the chosen pilot, ought to put up a good show... Sir Henry Segrave has taken a bold step in entering the Meteor for the race. Though one has complete faith in the machine as a type, the first of everything new nearly always develops some unexpected trouble, so if it gets through it will be a very fine testimonial for Saunder-Roe Ltd., who built it. And in the hands of Fit.-Lts. Atcherley and Stainforth it will certainly have every chance. Three Desoutter Coupés in the race are a good entry for a young and energetic firm.. The new Avro Trainer, which is the Avro Company’s answer to the Hawker Tom-Tit, ought to put up a good show in the hands of our old friend Mr. Bennett Baggs. Another interesting entry is that of an Avro Five by Sir Philip Sassoon, to be piloted by Fit.-Lt. Pope who was for a long time one of the best known pilots at Martlesham. Miss Spooner is flying one of the Southern Aircraft Co.’s Martlets, with a Gipsy II engine. The alliance ought to be worth watching. There are two Comper Swifts in the race. One has the well-known two-cylinder A.B.C. Scorpion engine. The other with the newest type Pohjoy, may be expected to do some- thing startling. Mr. Gerard Fane the pilot distinguished himself during the War by shooting down a Zeppelin at Yarmouth, and little has been heard of him as a pilot since then. . Lord Trenchard, who thus makes his debut in the sport of flying, has entered a Bluebird with a Hermes engine piloted by Sq. Ldr. Slatter. Sir Philip Sassoon has entered another Bluebird piloted by Mr. Gillan. Colonel Sempill is flying another Bluebird himself. Mr. Norman Holden has entered a Bluebird to be flown by Fit. Lt. Du Boulay. Sq. Ldr. Orlebar, the holder of the World’s Speed Record, is flying another Bluebird. And Mr. McAlpine has entered a Bluebird to be flown by Flt. Lt. Waghorn, the Schneider Trophy winner. Truly this Bluebird party is a surprise. | An entry which is bound to excite curiosity is the big Vickers Vellore with a Jupiter XI engine entered by Sir Robert McLean to be flown by Mr. Summers. This is certainly the biggest machine in the race and as it is essen- tially a transport machine we ought to learn something from its performance about the possibilities of British Air transport. An entry also to be watched is the Hendy 302 to be piloted by Mr. E. W. Percival, the well known Australian pilot. This machine has been designed by Mr. Henderson who built the Hendy Hobo at Shoreham, and it has been built at the Parnall Works at Bristol. Other “mystery ships” are the Avro monoplanes, the Spartan Arrows, and the Arrow-Active. The entries, classified by types are as follows :— D.H. Moths 35; D.H. Puss Moths 10; D.H. Hawk Moth 1. Avro Avians 8; Avro Avian Monoplanes 2; Avro V 1; Avro Trainer 1. Bluebirds 15. Spartans 4; Spartan Arrows 2. Comper Swifts 2. Desoutter Counés 3. Hawker Tomtits 2. Westland Widgeons 3. . Segrave Meteor:l. Vickers Vellore 1. Robinson Redwing l. Arrow Active 1. Hendy 302 1. Southern Martlet 1. A.B.C. Robin 1. Hereafter is the complete list of competitors. First comes the racing number of the machine, according to the date of entry, next comes the registration lettering of the machine, then the name of the entrant, then the name of the pilot, then the make of machine, and last the make of engine:— 1. G-AARU-—-F. S. Symondson—F. S. Symondson—D.H. Moth—Gipsy. 2. G-EBYV—I. R. Parker—I. R. Parker—D. H. Moth—Cirrus IL. 3. G-EBYZ—A. G. G. Marshall—A. G. G. Marshall—D.H. Moth— Gipsy I. 4. G-AAZF—Gerard Fane—G, Fane—Comper Swift—Pobjoy Type P. 5. G-EBWU—Lt. Caspar John, R.N.—Lt. Caspar John, R.N.—Avro Avian—Cirrus II. 6. G-AAWU—Arthur Stanley Preist—A. S. Preist—Moth—Gipsy L 7. G-AAEW—Derek Schreiber—Derek Schreiber—D.H. Moth—Gipsy. 8. G-EBQW—J. B. Buckley—J. B. Buckley—Moth—Cirrus III. 9. G-AAXW—Roy Faulkner—Capt. C. D. Barnard—D.H. Puss Moth— Gipsy ITI. ? 10. G-AAXP—Andrew P. Holt—Flit. Lt. R. L. R. Atcherley—Segrave- Meteor—Gipsy IIIs. 11. G-AAYD—W. L. Hope—W. L. Hope—D.H. Puss Moth—Gipsy IIL 12. G-AAGA—Lt.-Col. A. Hamilton Gault—Lt.-Col. A. Hamilton Gault —D.H. Moth—Gipsy I. 13. G-AABO—T. H. Naylor—T. H. Naylor—D.H. Moth—Gipsy I. 14. G-AAWZ—W. A. Andrews—W. A. Andrews—Spartan Arrow— Gipsy I. 15. G-EBVD—A. G. Vliasto—George Vlasto—D.H. Moth—Cirrus L 16. G-EBOT—D. M. K. Marendaz— ( .2)—Moth—Cirrus I. 17. G-AAGN—John C. Ballardie—Lt.-Col. L. A. Strange—Spartan— Cirrus ITI. 18. G-AADE—C. _ S. Gipsy I. 19. G-ABBE—Capt. H. H. Balfour, M.C., M.P.—Capt. H. H. Balfour —Spartan Arrow—Gipsy II. 20. G-AAFA—M. H. Findlay—M. H. Findlay—Puss Moth—Gipsy II. 21. G-AACC—Norman Blackburn—Flt. Lt.. T. Rose—Blackburn Blue bird Mark IV—Cirrus Hermes. 22. G-AABV—Norman Blackburn—Norman Bluebird Mark IV—Gipsy. 23. G-AAEE—-Hon. Lady M. D.H. Moth—Gipsy I. . 24. G-AAGO—A. E. Chambers—H. T. Andrews—Spartan—Gipsy IL 25. G-ABAJ—Sq. Ldr. H. W. Woollett—Fig. Off. H. R. lL. Hood— Spartan 3-seater—Cirrus Hermes. 26. G-ABBH—Lord Wakefield of Hythe—H. S. Eroad—D.H. Puss Moth —Gipsy ITI. 27. G-ATTO—Norman E. Holden—FIit. Lt. Blackburn Bluebird Mark IV—Gipsy I. 28. G-AAVG—Marshal of the Royal Air Force Lord ‘Trenchard. G.C.B., D.S.O., D.C.L., LL.D.—Sq. Ldr. L. H. Slatter—Blackburn Blue- bird Mark IV—Cirrus Hermes. 29. G-AAIR—Col. The Master of Sempill—Col. The Master of Sempill —Blackburn Bluebird Mark IV—Gipsy I. ~ 30. G-AAOI—Rt. Hon. Sir’ Philip Sassoon, Bart., P.C., G.B.E., C.M.G., M.P.—John W. Gillan—Blackburn Bluebird Mark IV—Cirrus Hermes. 31. G-AAUV—Loel Mark IV—Gipsy I. 32. G-AATN—Robert MacAlpine—Flt. Lt. H. R. D. Waghorn—Black- burn Bluebird Mark IV—Gipsy I. 33. G-AALL—H'R.H. The Prince of Wales, K G.—Sq. Ldr. D. S. Don —Hawker Tomtit—Mongoose ITI A. F 34. G-ABAM—Richard R. W. R. Trafford—Richard R. W. R. Traf- ford—D.H. Moth—Gipsy I. : 35. G-EBWT—W. L. Runciman—W. L. Runciman—Moth—Cirrus IL 36. G-AARX—FIit. Lt. N. Comper—L. S. Snaith—Comper Swift— Scorpion II. 37. G-EBRQ—J. Wellworth—J. Wellworth—Westland Widgeon TI— Genet ITI. 38. G-EBQH—F. A. I. Muntz—(—— ?)—D.H. Moth—Gipsy I. 39. G-AAEF—A. B. Ferguson—A. B. Ferguson—D.H. Moth—Gipsy I. 40. G-AAMG—Flt. Lt. F. G. Gibbons—Fit. Lt. F. G. Gibbons—Spar- tan—Cirrus Hermes. ; 41. G-AAHJ—Capt. F. W. Ewart Morgan—S. A. Thorn—Avro Avian Mark IV M—Cirrus Hermes. 42. G-AATK—A. M. Desoutter—A. B. H. Youell—Desoutter I—Cirrus Hermes. 43. G-AASW—Sir Robert McLean—J. Summers—Vickers Vellore— Bristol Jupiter XI. 44. G-AAHP—W. L. Hope—R. O. I. Muntz—D.H. Moth—Gipsy IT. 45—G-AAXT—Norman E. Holden—E. G. Hordern—D.H. Puss Moth —Gipsy II. 46. G-AAYY—J. W. P. Chalmers—J. W. P. Chalmers—D.H. Moth— Gipsy II. 41, G-AAUW-Mrs. Robert Blackburn—Flt. Lt. H. V. Rowley—Black- burn Bluebird Mark IV—Gipsy I. ; 48. G-AAWY—Flit. Lt. J. R. Addams—Fit. Lt. J. R. Addams— Spartan Arrow—Cirrus Hermes. : 49. G-ABAE—Mrs. C. M. Young—Mrs. C. M. Young—D.H. Moth— Gipsy I. : % 50 G-AAUO—Capt. P. G. Robinson—(—— ?)—Robinson—" Redwing —A.B.C. Hornet. - 51. G-AAWR—C. M. Pickthorn—C. M. Pickthorn—Moth—Gipsy I. 52. G-AAKI—Richard Ince—Richard Ince—D.H. Moth—Gipsy I. 53. G-ABBA—Lord Wavertree—Flt. Lt. S. B: Allen—Moth—Giosy L 54. G-EBOI—P. A. Wills—P. A. Wills—D.H. Moth—Cirrus I. 55. G-EBVZ—Miss Winifred S. Brown—Miss Winifred 8S. Brown— Avian—Cirrus ITI. 56. G-AALK—Sq. Ldr. The Rt. Hon. F. E, Guest—Sq. Ldr. The Rt. . F. E. Guest—D.H. Moth—Gipsy I. 58. G-AADA—John D. Irving—John D. Irving—D.H. Moth—Gipsy L 59. G-EBQN—P. N. G. Peters—Fit. Lt. Bruce—Avro Avian—Oirrus HI. Napier—C. S. Napier—Westland Widgeon— Blackburn—Blackburn Bailey—Hon. Lady M._ Bailey— G. G. H. Du Boulay— Guinness—-Loel Guinness—Blackburn Bluebird

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1112 60. G-AAEL—Fit, Lt. D. V. Carnegie—Flt. Lt. D. V. Carnegie—D.H. Moth—Gipsy I. 61. G-AAPY—C. B. Wilson—P. E. S. Sayer—Desoutter I—Cirrus Hermes. 62. A. C. Thornton—Flit. Lt. J. S. Chick—Arrow Active—Cirrus Hermes. 63. G-AAVT—Mrs. D. Lawley-Gibbs—Edgar W. Percival—Hendy 302 —Cirrus Hermes. 64. G-AATS—Harold John Andrews—Harold John Andrews—Black- burn Bluebird Mark IV—Gipsy I. 65. G-AAYZ—Sq. Ldr. The Hon. F. E. Guest—Miss Winifred Spooner —Martlet—Gipsy II. 66. G-EBPQ—Lieut. L. G. Richardson, R.N.—Lieut. L. G. Richardson, R.N.—D. H. Moth—Cirrus III. 67. G-EBRM—R. G. Cazalet—R. G. Cazalet—Westland Widgeon III— Cirrus Hermes. 68. G-AAZI—Rt. Hon. Lord Rothermere—C. B Wilson—Desoutter II —Gipsy III. 69. G-AAYW—Frank Hough—T. N. Stack—Avro Avian Monoplane— Cirrus Hermes. 70. G-AAKT—Roy Chadwick—J. L. N. Bennett Baggs—Avro Trainer —Mongoose III A. 71. G-AASO—Rt. Hon. Sir Philip Sasson, Bt.. P.C., G.B.E., C.M.G., M.P., Fit. Lt. S. L. G. Pope—Avro V—Genet Major Is. 72. G-EBZZ—Captain R. S. Rattray—Captain R. S. Rattray—D.H. Moth—Cirrus II. 713. G-AAYG—Sq. Ldr. H. A. Whistler—Sq. Ldr. H. A. Whistler— . Moth—Gipsy II. 74, G-AAUZ—H.R.H. the Prince George, K.G.—FIlt. Lt. E. H. Fielden— - Hawk Moth—Armstrong Siddeley Lynx VI 75. G-AASL—G. de Havilland, Jr.—G. de Havilland, Jr.—D.H. Moth— Gipsy II. 76. G-AAXG—Mrs, Gipsy II. 17. AAXL—A. S. Butler—A. S. Butler—Puss Moth—Gipsy III. 78. G-ABAI—Capt. R. Douglas—Capt. R. Douglas—D.H. Moth—Gipsy I. 719. G-AAXO—Capt. G. de Havilland—Capt. G. de Havilland—D.H. Puss Moth—Gipsy JII. 80. G-AAXZ—Lt.-Comm. Glen Kidston, R.N.—Lt -Comm. Glen Kidston, R.N.—D.H. Puss Moth—Gipsy ITI. 81. G-AALJ—Albert A. Nathan—A. A. Nathan—-D.H. Moth—Gipsy I. 82. G-AACV—G. Goodwin—G. Goodwin—Avro Avian—Hermes I. 83. G-AABS—R. Dobson—D. S. Green—Avro Avian—Genet Major I. 84. G-AAYV—J. D. Siddeley—F. Tomkins—Avro Avian Monoplane— Genet Major I. 85. G-AAYU—A. J. A. W. Barr—J. C. Cantrill—Avro Avian—Cirrus Hermes. 86. G-AAZP—Miss D. C. Guest—Miss D. C. Guest—D.H. Puss Moth— Gipsy OI. 87. G-AAJS—Capt. I. C. Maxwell—Capt. I. C. Maxwell—D.H. Moth— Gipsy I. 88. G-AAJO—G. P. Fairbairn—G. P. Fairbairn—D.H. Moth—Gipsy I. 89. G-AAUU—Harald Peake—Sq. Ldr. A. H. Orlebar—Blackburn Blue- bird Mark IV—Gipsy I. 90. G-AASV—-Eric Gandar-Dower—Fit. Lt. F. J. Fogarty—Blackburn Bluebird Mark IV—Gipsy I. 91. G-AAWI—Lady Wakefield—Fit. Lt. Cirrus Hermes. G-AADX—A. C. M. Jackaman-—A. C. M. Jackaman—D. H. Moth— Gipsy I. 93. G-AAVF—Wm. E. Rootes—Sq. Ldr. J. W. Woodhouse—Blackburn Bluebird Mark IV—Gipsy II. 94. G-AAHI—H. N. Norman—H. N. Norman—D.H. Moth—Gipsy I. 95 G-AAID—H. A. G. Howard—A. G. Mortimer—‘ Robin *-—A.B.C. Scorpion II. 96. ( ?)—Lord M. A. Douglas Hamilton—Blackburn Bluebird Mark A. S. Butler—Mrs. A. S. Butler—D.H. Moth— John Oliver—Avro Avian— Hamilton—Lord M. A. Douglas IV—Cirrus III. AN ECHO FROM THE NEVER-NEVER. Particulars have now reached the office of THE AEROPLANE about the forced landing of the Ryan monoplane City of Sydney near the Ord River, Western Australia, last March. Mr. D. Smith, with Mr. W. Shiers as mechanic, left New- castle Waters, Northern Australia, for Wyndham on Satur- day, March 29. They intended to attempt a 12-day flight to England. Between Ivanhoe and Argyle Downs, near the west bank of the Ord River, the Ryan was forced down by breakage of the cam-shaft of the engine. The landing was made on hard ground with plenty of room and no damage was done. Fortunately the wireless set was intact and the pair sent messages asking for help as their food. was short. A police party from Wyndham rescued them after two days in an uncomfortable situation. . Mr. Shiers was one of the two mechanics on the Vickers Vimy (two Rolls-Royce engines) in which Ross Smith (since deceased) and his brother, Keith Smith, both of whom were knighted thereafter, made the first flight from England to Australia. WITHOUT COMMENT. This is from The Manchester Guardian :— According to some experts, the tiny Comper machine—which costs a little more than half the price of any other light aeroplane, files a hundred miles an hour, and does forty mies to the gallon of petrol— will soon be as familiar in the sky as ‘‘ baby’ cars are on the roads—nearly. Yet the machine is definitely a single-seater, and, according to Mr. Brian Lewis, who is a well-known authority on light acroplanes, it would be the worst kind of fool-hardiness to attempt to take a passenger on ecven the shortest flight. The italics only are THE AEROPLANE’S. The Aeroplane JUNE 11, 1930 AN ALLEGED LIBEL ON THE SIAMESE AIR FORCE. Phya Chalerm Akas, the Director of the Aeronautical De- partment of the Siamese Army, has brought actions for libel against Phya Upakara Silpasert, the editor of the Bangkok journal Sri Krung, and Phra Sandad Ahsorasara, editor of the journal Karn Muang, in connection with a certain attempted flight from Siam to India in which a Siamese flying officer was killed. The journals inferred that the officer concerned was killed because the Air Service used old and unairworthy machines and that parachutes were not allowed. Phya Chalerm, in evidence taken in Bangkok on Mar. 14, said that the machine of the “ Boribat” type, which was flown by Capt. Chang Natinanta with Luang Neramit (since deceased) as passenger, was built in the Government work- shops at Don Muang last year. It had a B.W.M. engine imported last year. He would not say what a B.W.M. en- gine was or what country it came from as these were Govern- ment secrets (sic). [Presumably this is a B.M.W.—Bayerische Motoren Werke engine, which is known to the World at large.—EDb. ] The machine was in use between 30 and 50 hours before leaving for India and no Signs of trouble were evident. The accident was caused by a water-tuhe which was broken by excessive vibration. The witness did not notice the extent of the vibration of the machine before it left for India and he said that he could not know that a water tube was leak- ing. ‘The pilot of the machine, Cavt. Chang Natinanta, cor- roborated the cause of the accident and added that the Air Force had plenty of parachutes. When a pilot had to fly a distance of more than 50 kms. he had to wear a parachute. Before leaving for India the vetrol cavacity of the machine was increased from 140 gallons to 228 gallons and he alleged that this increase of fuel tended towards the safety of the aeroplane. The editor of the Karn Muang vleaded in defence that he had no intention of libelling the Siamese Air Force and the article in question appeared merely as a matter of com- ment on a subject of vublic interest. He had since apolo- gised to the Air Force and had undertaken to make any further redress that was deemed advisable. He further claimed that Phya Chalerm Akas had no right to get the police to bring the action as the Aeronautics De- partment was not a corporate body. It was not a separate department, but merely a department under the Ministry ot War. Phya Chalerm Akas said that the action was brought be- cause the article in question suggested that the Department valued its aeroplanes more than it did the lives of its avia- tors. The article tended to cause the vublic to decrease the favour it had shown to a Department of which he was 4 director on behalf of the Ministries of War and Marine, of Civil Aviation and of the people of Siam. Phya Upakara Silvasert was committed for trial in the Criminal Court and Phra Sandad Ahsorasara was granted the request to have his case sent for trial bv the Higher Court. AN EARLY ROBOT’ The truism that “neither is there anything new under the sun” is constantly breaking out in fresh and disconcerting places. We now learn that a vilotless aircraft, although not of the horrific death-dealing propensities of certain monsters lately imagined by the press, flew from Paris to Bracciano (Italy) in 1804. Certain patriotic celebrants released a Montgolfier balloon from near Notre Dame on the occasion of the Emperor Napoleon’s coronation in that year, and it stayed un long enough to be carried by the wind to a svot some distance north of Rome, where it fell into a lake. Some disoute arose over the salvage between those who fished it out, and the Papal Secretary of State, who was then Cardinal Consalvi, and the French Government which ap- plied for the return of their emigrant fire-bag. Negotiations dragged on for two vears and were only ended bv a judg- ment at:a time when the French had occuvied Rome and the then reigning Pove Pius VII was in exile. By that time nobody seemed to remember where the balloon was. In 1904 it was unearthed from beneath a vile of old carpets in the Pontifical palace. Its silk envelope was still in good condition and is now said to have increased tenfold in value during the 100 years. Aircraft fabric in 1804 seems to have been durable stuff. It is still preserved in the Vatican. and whether its original French ownershiv is ever reasserted or not, an honorary C. of A. seemed to be called for as a grace- ful posthumous compliment to its makers. The loss of the balloon while in the custody of His Holl- ness, and the place where it was ultimately found. also shows that the modern bachelor is not particularly original when he sweeps his rubbish under the carpet.

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1116 Wing Cdr. Huntley stated that Drake was unconscious when ad- mitted to hospital and died from laceration of the brain. He could have felt nothing. Flt. Cadet Beresford-Peirse was unable to give evidence owing to his severe injuries, which included a fractured right thigh. A verdict of ‘‘ Accidental death’ was returned. Reinforcements for the Persian Gulf. On June 7 two Supermarine Southampton flying-boats (two Napier Lion engines each) left Mount Batten, Ply- mouth, to fly to Basrah to join No. 203 (Flying-Boat) Squad- ron, which is stationed there. Zhe officer personnel of the two boats are Fit. Lt. W. J. Daddo-Langlois, Flt. Lt. A. P. Revington, Flg. Off. G. Barrett and Fig. Off. F. R. Drew. No. 203 (Flying-Boat) Squadron is commanded by Wing Cdr. T. E. B. Howe, A.F.C., R.A.F. The R.A.F. in India. The Times Special Correspondent in a message from Shabkadar, dated June 3, states :— Artillery opened fire on Badshah Gul’s position from a battery in a nullah near Matta Post, two miles from here, this morning. A pack battery marched out from Shabkadar Fort soon after dawn, and the first round was fired at 7.40. During the late: stages of the bom- bardment, which ‘asted about half an hour, the Royal Air. Force co-operated with the Army, and bombs were dropped all over the cave area. Badshah Gul’s position was easy to locate by anyone who had flown over the cave area and come back with the picture in his mind. A conical hill rising abruptly to a sharp peak stood out conspicuously with a tangled mass of large red rocks overhanging the nullah low down to the left. It was here that Badshah Gul and his lashkar went to ground. But if it is easy to mark them down it is not so easy to smoke them out. For weeks past the Royal Air Force has been carrying out an intensive bombardment, sometimes as many as 42 aeroplanes taking part in a raid at once. At the first sound of an aeroplane droning above, Badshah Gul’s keen-eyed sentries give the alarm, whereupon the tribesmen dive down into a perfect network of underground caves, which they have enlarged with pick and shovel until they are ideal ‘‘ funk holes.”’ To-day’s bombardment had been kept a strict secret, and the first shells must have been an unpleasant surprise. In spite of a strong wind, which blew clouds of gritty sand across the plain, the firing Was extraordinarily accurate, and the gunners, picking up the range from the beginning, dropped their first shells 1ight in the mouth of the dark cleft which marks the western end of the caves. From be- hind our sandbags. on the top of the fort we could see the sudden flash from the battery position, and then, while the Mohmand moun- tains were still echoing to the sound of the guns, thin columns of smoke and dust rising from the caves. The Royal Air Force now joined the party. Aeroplanes appeared in the distant sky and the sharper crack of bombs mingled with the dull explosion of shells. About 8.15 the order to cease fire was given The column reformed on the road and made its way back to the fort. In the House of Commons on June 6 the Secretary of State for India made the following statement :— My latest information consists in a report fr.m the North-West Frontier Province, dated yesterday, which showed that Afridi tribes- men in gangs of considerable sizé visited the villages at the mouth of the Bara Valley, within a mile or two of the cantonment at Peshawar, yesterday morning and urged the villagers to join them in an attack on the cantonment. The villagers refused, and the Afridis retired West and South-West. They endeavoured to block the roads behind them, but the obstructions have been removed. The Royal Air Force is watching the retirement of the tribesmen which is being effected in parties of varying strength ranging from 30 or so to 300 or 400 men. ‘ There is no information yet of any military contact with the tribes- | men, but a particularly threatening encampment of tribesmen in tribal territory was attacked from the air on the night of the 4th-5th. he, Ra? The Aeroplane JUNE 11, 1930 Meteorological Information for R.A.F. Units. A new arrangement for the supply of meteorological in- formation to R.A.F. Units came into force on June 9 on an experimental basis for six months. Routine weather forecasts are broadcast from the Air Ministry on a wave-length of 4,100 metres and will be issued in accordance with the details contained in an Air’ Ministry Order. These forecasts include one for daylight flying, one for night flying, and one for the following day. Special weather reports and forecasts for cross-country flying are also obtain- able either from the Air Ministry (Aviation Forecast Ser- vice) or from one of the meteorological stations detailed in the Order. Special warnings are issued of the imminence of such adverse conditions as squalls, thunderstorms, gales and frosts and special warnings are issued when the Wind near the ground is expected to reach gale force at a station. Wing Commander A. H. H. Measures. _Squadron-Leader A. H. H. Measures, O.B.E., whose re- tirement with the rank of Wing-Commander appears in The London Gazette of June 3, is one of the original little band of Royal Engineers who went to the Air Battalion on its formation and thence to the Royal Flying Corps. He was born in 1881 at Southwell and was educated at the Southwell Grammar School. After leaving school he went into some engineering works and became in 1911 Chief Engine Tester at the Royal Aircraft Factory at Farn- borough. He enlisted in the Royal Engineers in February 1912 and transferred to the Royal Flying Corvs in May 1912 with the rank of Sergeant. He learned to fly in a Maurice Farman biplane at Mont- rose and his Royal Aero Club certificate No. 520 is dated June 16, 1913. On the outbreak of War he held the rank of Sergeant-Major. He went to France with No. 2 Squardron, R.F.C., and in November 1914 was awarded the Military Medal. In March 1915 he was apnointed Quartermaster with the honorary rank of Lieutenant. He was restored to the Home Establishment at the end of 1916 and posted to the Aircraft Park at Farnborough. He was Mentioned in Despatches in January 1917 and again in June 1918. In March 1918 he was appointed to the honorary rank of Captain, R.F.C. In the New Year = we. PAAR: “a + AUSTRALIAN DEFENCE.—No. 1 Squadron, Royal Australian Air Force marching past the saluting base after receiving the Cup presented to them by #.E. the Governor-General, Lord Stonehouse, for the most efficient Unit in the R.A.A.F,

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1118 The Aeroplane JUNE 11, 1930 Honours of 1919 he was awarded the O.B.E. (Military) in recognition of his distinguished services during the War. In August 1919 he resigned his commission as a Quarter- master in the Army on appointment to a permanent com- mission in the R.A.F. with the rank of Wing-Commander. In March 1920 he resigned his permanent commission as a Wing Commander at his own request to be reappointed in the rank of Squadron Leader. In June 1920 he was posted to the Headquarters Middle East for Engineering duties. In March 1924 he was avpointed to command the Engine Repair Depot in Egypt: In November 1924 he was restored to the Home Establishment and vosted to the R.A.F. Depot Uxbridge. In July 1925 he was appointed to the School of Technical Training (Men) at Manston, and was in com- mand of that Unit at the time of his retirement. Wing-Commander Measures, whose departure from the Service will be very Keenly regretted, has been flying regu- larly and with enthusiasm ever since 1913. That he is known by a nickname throughout the Service is evidence of the very sincere regard in which he is held. Special Assessments. The following officers and airmen have been awarded special assessments on completion of a course of ab initio flying training at No. 3 Flying Training School, R.A.F. Special Distinctions:—Plt. Off. M. E. M. Perkins, Plt. Off. E. H. Bellairs, No. 364481 Sjt. S. C. Bastin, No. 364696 Sjt. B. J. Marsden. Distinguished Pass:—Pit. Off. L. McHardy, Pit. Off. K. D. Knocker, Plt. Off. R. Todd, Pit. Off. P. R. May, No. 365324 Sjt. N. T. Phillips, No. 359124 Sjt. E. G. Watson. Notations have been made accordingly in the official records. The R.A.F. Display. The first rehearsal of the R.A.F. Display to which repre- sentatives of the Press were admitted, was held at Hendon on June 10. As a matter of fact this should not be called a rehearsal of the Display, as it is really a demonstration of ordinary Service training. As such it was impressive. As a rehearsal it would not have made a very favourable im- pression on anybody. At the appointed hour three squad- rons of Fighters were hidden behind the hill, but it was an hour Jater before two Bomber squadrons arrived, and then we heard that the Fox Squadron from Andover could not get through, as the clouds were practically on the deck. At about 13.30 hours, one and a half hours late, the five squad- rons took off A few minutes after the squadrons had taken off a flight of Fairey Foxes of No. 12 (Bomber) Squadron arrived at Hendon too late to take part in the demonstration, but in time to vrove that No. 12 Squadron gets there somehow. The three Fighter squadrons were No. 29, No. 56, and No. 111, all equivved with Armstrong Whitworth Siskins (Jaguar engine) and the Bomber squadrons were No. 35 and No. 207, both equipped with Fairey IIIFs. (Napier engine). A strong wind was blowing from the south-west, with intermittent showers of fine rain. One was told by a Ser- vice pilot that conditions aloft were particularly unpleasant. Nevertheless the formations were quite good, particularly that of No. 29 (Fighter) Squadron. The two Bomber squad- rons were divided into three units in order to manceuvre according to plan, and all the squadrons changed formation and wheeled with a precision which speaks well] for this part of the Display at Hendon on June 28. On the far side of the aerodrome the buildings for the set piece have progressed well and appear to be nearly com- plete. They represent the house and outbuildings of a planter, which will be, on the day of the Display, in the hands and under the flag of bloodthirsty pirates. Before the Display opens the pirates will have scuttled their ship and transported their stolen bullion overland for 40 miles (out of range of naval guns) and hidden it on the planter’s estate. When we see them on June 28 they will be pre- paring to take the bullion to market by stolen aeroplanes piloted at the pistol’s point by honest but desperate aviators. The planter is by this time swinging by his neck from a tree. The rest of the story will be told on June 28 at Hendon.— C. M. MCA. The R.A.F. Rifle Meeting. The tenth annual meeting of the R.A.F. Rifle Associa- tion was held at Bisley from June 3 to June 6. The results in detail were:— Whitclock Cup (Young Officers’ and Airmen’s Championship); Queen Mary conditions; h.p.s., 200 points.—1, Fle. Off. R. Harstan, Old Sarum, 159; 2, Cpl. Hancock, Andover, 156; 3, Cpl. C. Sexton, Hen- low, 156; 4, AC. W. E. Lynch, Andover, 155; 5, AC. H. R. Herring, 155; 6, L-AC. Hall, Cranwell, 153; 7, L-AC. J. McLaughlin, Andover, 152; 8, L-AC. F. Penfound, Gosport, 151; 9, AC. D. Paul, Eastchurch, 150; 10, L-AC. Holloway. Calshot, 150. Trenchard Challenge Cuv.—Station rifle teams of eight: conditions as for championshin; h.n.s., 1.€00 points:—1, Andover, 1,182; 2, Hen- low. 1,157; 3, Halton. 1.132; 4. Eastchurch. 1.131; 5, Calshot, 1,121; 6, Wittering, 1,095; 7, Gosport. 1,088: 8, Uxbridge, 1,086; 9, Felix- Stowe, 1.073; 10, Manston, 1048; 11, Upper Heyford, 1,043: 12 Grantham, 1,040; 13, Sealand, 1,017; 14, Martlesham, 1,003; 15, Cran. well, 991; 16, Tangmere, 978; 17, Digby, 963; 18, Netheravon, 929: 19 Old Sarum, 919. = Brooke-Popham-Steel Cup.—Squadron rifle teams of four; con- currently with Trenchard match; h.p.s., 800 points :—1, No. 12 Squad- ron (Andover), 584; 2, No. 502 Squadron (Aldergrove), 578; 3, No. 1 Squadron (Tangmere), 524; 4, No. 99 Squadron (Upper Hayford), 501: 5, No. 10 Squadron (Upper Hayford) and No. 33 Squadron (East- church), equal, 499; 7, No. 16 Squadron (Old Sarum), 430; 8, 32 Squad- ron (Kenley), 424. : Command Challenge Cup.—S.R.a.; teams of eight; 10 rds. slow at 600 yds.; 10 rds. rapid at 500 yds.; 10 rds. rapid and 10 rds. snap at 300 yds.; h.p.s., 1,600 pt.; holders, Inland Area. 1, Inland Area, Cpl. C. Willott, 167; F-S. J. Burton, 166; Fit. Lt. C. W. Hill, 166; F-S. B. Crane, 152; A. C. Paul, 145; Cpl. P. Spoone;, 141; F-S. A. Worden, 140; Fig. Off. R. Harston, 126—total, 1,203: 2, ‘Iraq, 1.120: 3. Coastal Area, 1,111; 4, India, 1,102: 5, Middle East, 1,091; 6. Wessex Bombing Area, 1,088; 7, Halton, 1,018; 8, Fighting Area, 996; 9. Cranwell, 894; 10, Aden, 823. Past and Present Match.—S.R.b.; teams of eizht: King’s second stage conditions; h.p.s., 1,200 points. 1, Past Members.—Sq. Ldr. J. L. K. Pearce, 142; Lieut. Roger Riley, 139; Cpl. E. A. Reynolds, 138; Lt. G. F. Booth, 138; Capt. E. H. Robinson (G.M.), 136; Fit. Lt. C. E. Cullen, 126; Lt. G. Richardson (S.M.), 134; Flt. Lt. A. "E. Dark, 124; total, 1,087. 2. Serving Members.—AC. D. Paul, 140; Cpl. C. Sexton, 139; Cpl. C. Willott, 137; L-AC. W. Hall, 133; Fit. Lt. G. H. Stainforth, 133; F-S. A. Worden, 133; Fit. Lt. C. W. Hill, 131; Wing Cdr. A. T. White- lock, 130; total, 1,076. Individual Medals.—1, Sq. Ldr. J. L. K. Pearce; 2, Lt. Roger Riley; 3, Cpl. E. A. Reynolds. Universities Inter-Squadron Match.—S.R.b.; King’s 2nd Stage: h.ps., 600 pts. 1. Oxford University —Wing Cdr. A. G. R. Garrod, 140; Harris, 136; W. B. ‘‘hompson, 134; D. Beevers, 131; total 541. 2. Cambridge University.—E. D. Fry, 130; T. C. Worth, 126; H. St. G. Burke, 122; Wing Cdr. Vernon Brown, 121; total, 499. ‘J.C. Hallahan Cup.—S.R.b.; King’s second stage conditions; h.p.s., 150 points.—1 (after the shoot), AC. D. Paul, Eastchurch, 140; 2, Sjt. D. Edwards, Gosport, 140: 3, Fig. Off. H. H. Ellison, Aldergrove, 139; 4, Cpl. C. Sexton, Henlow, 139; 5, F-S. B. Crane, Wittering, 138: 6, Cpl. C. Willott, Eastchurch, 137; 7, F-S. F. H. Ford, Halton, 135; 8, AC. E. King, Air Ministry, 135; 9; Sq. Ldr. S. S. Benson, Andover, 134; 10, L-AC. W. Hall, Cranwell, 133; 11, Fit. Lt. G. H. Stainforth, Uxbridge, 133; 12, F-S. A. Worden, Wittering, 133; 13, Cpl. P. Spooner, Manston, 133; 14, L-AC. R. Bennett, Fast- church, 132; 15, Group Captain L. W. B. Rees, V.C., W. Drayton, 132; 16, Flt. Lt. C. W. Hill, Henlow, 131; 17, Pit. Off. J. E. C. McClure, Netheravon, 131; 18, Sjt.-Maj. E. J. Knight, W. Drayton, 131; 19, Fit. Lt. E. R. C. Hobson, Air Ministry, 131; 20, Wing Cdr. A. T. Whitelock, Upper Heyford, 130. The Rifle Championship. Cc. M. 1st Final Stage Stage Agg. 1. Cpl. C. Willott. Eastchurch .. cs 168 172 340 (Duke of Sutherland’s Cup an N.R.A. and R.A.F. Silver Medals.) 2. Fit. Lt. C. W. Hill, Henlow... a 158 171 329 3. Sjt. A. Worden, Wittering... ee 168 156 324 4. L-AC. W. Hall, Cranwell “sy ag 153 166 319 5. Fit. Lt. E. R. C. Hobson, Air Min. 165 151 316 6. Sjt. J. Goude, Gosport bs ea 164 151 315 7. F-S. J. Burton, Eastchurch .. s12 162 153 315 8. Fit. Lt. G. H. Stainforth. Uxbridg 147 167 314 9. L-AC. S. T. Carpenter, Sealand .. 157 157 314 10. Sq. Ldr. T. S. Ivens, Andover os 154 156 310 11. Fit. Lt. W. E. Staton. Calshot.. 159 147 306 12. Cpl. P. Spooner, Manston 5 ite 163 142 305 13. Fig. Off. R. Harston, Old Sarum .. 159 145 304 14. F-S. B. Crane, Wittering ‘ie bea 145 158 303 15. Cpl. W. Edmunds, Grantham “s 142 160 302 16. Cpl. G. F. Sanders, Manston oe 152 149 301 17. F-S..F. Ford, Halton .. aay a 153 148 301 18. Flg. Off. E. D. Elliott, Aldergrove 149 152 301 Barton Revolver Championship Cup.—Two Whitehead practices.— 1, Fit. Lt. C. W. Hill, Henlow, 199; 2, Fit. Lt. G. H. Stainforth, Ux- bridge, 177; 3, F-S. A. Worden, Wittering, 176; 4, Group Captain R. J. F. Barton, Netheravon, 169; 5, Cpl. C. Willott,.Eastchurch, 168: 7, Sjt. Miller, Aldergrove, 158; 8, F-S. F. Ford, Halton, 155. Pistol Championships.—Salmond Team Cup.—1I, Netheravon, 209; 2. Eastchurch, 204; 3, C. F. S., Wittering, 199. F. C. Halahan Indi- vidual Cup.—1 (after tie shoot), Cpl. C. Willott. Eastchurch. 67; 2, F-S. A. Worden, Wittering, 67; 3, Sjt. Olark, Netheravon, 59: 4. Sjt. Miller, Aldergrove, 59; 5, Flt. C. W. Hill, Henlow, 59: 6, Fit. Lt. G. H. Stainforth. Uxbridge, 58; 7, Groun Captain R. J. F. Barton. Netheravon, 57: 8, Sq. Ldr. T. S. Ivens, Andover, 56. Apprentices’ Match.—S.R.b.: teams of four; 200, 300, and 500 yards: seven shots at each distance; h.p.s., 405 points.—1. B. Sadn. No. 4 Wing. Halton, 234; 2, A Sadn., No. 1 Wing, Halton, 325: 3. B Sodn.. No. 1 Wing. Halton, 317; 4, A Sqdn., No. 4 Wing, Halton, 305: 5. B Sqdn., No. 2 Wing, Halton, 295; 6, C Sqdn., No 1 Wing. Halton. 294: 7, C Sqdn., No. 4 Wing, Halton, 293; 8. C Sqdn., No. 2 Wing. Halten. 260: 9. Ruislip B team, 254; 10, Ruislin A team, 247; 11, A Sqdn. No. 2 Wing. Halton, 243. The Midd'e East Dinner. The Faithful of the Middle East—that is to say the Old Middle East Brigade of the R.A.F. and not the Muslim popu- lation of that area—held (that is the word) their annual dinner at the Connaught Rooms on June 3. with Air Vice- Marshal Sir Sefton Brancker in the Chair. Only some 75 mem-

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June 11, 1930 The. Aeroplane | 1119 ln Mn MI, A a ety My wl th th | UN ) MN "yy | Hil mip i 1 , r ‘ \ rar | Lae 4 . iytl ‘ ay Ok i . \' yet t, ! ‘ ' ; Labi yt ites iy i ‘ | > ’ | a { ; Hl Va? Saeet hie 1 ‘ 3 F & iy Ia y | i! ' ' Ut | | ida tty y . Se " tT | | fy ~~ ON | } ' | 1} | a | | ‘ BT TT ! 14 ' 1it) q | \ | it} { ts | it | ] H ' a | 111 Ha | Mee Be 1} | S } | ly ' ¢ | Ht aay | ' } ’ I Hi {| | | . ' i! 1 Bulldo JGAU-Steel, Single- Seater Yighler forms the equipment for squidrons of the Royal Air Force, the Royal Australian Air Force,-and the Air Forces of Latvia, Esthonia, etc. Designed and Manufactured by THE BRISTOL AEROPLANE CO. LTD.,, | FILTON, BRISTOL. Tekgrams: Aviation, Bristol. Telephone : 3906 Bristol. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1120 The Aeroplane “JUNE 11, 1930. bers (including guests) were faithful, despite the strenuous efforts of Major Berridge, the hard-working Hon. .Sec.— but perhaps next year, when Sir Geoffrey Salmond, the father of the Brigade, is home from India, more people will turn up to greet the commanding officer to whom we all owe so much. As there were no set speeches (Thank Heaven) Gir Sefton Brancker delivered an entertaining discourse on The Middle East and things. As usual he disclaimed any credit for the work of the Brigade, which he commanded for about three months during Sir Geoffrey Salmond’s absence,— though in fact he more than most people was responsible for the Middle Easters getting any machines to fly when aircraft were scarce on the Western Front. He told various very funny stories, notably one of the pre-War days when, a Minister of the Crown having claimed that the R.F.C. had over 100 aeroplanes, the whole of the Grahame-White ‘School was bought up and flown from aerodrome to aero- drome to be counted over and over again by the emissaries of the Government's critics. (Vide THE AEROPLANE of the period.) Several years ago Sir Geoffrey Salmond pointed out that The Middle East always provided good tips for the Derby. This year Sir Sefton drew attention to the connection of the Middle East with the Aga Khan (obviously with Ruston Pasha, and perhaps with Blenheim), and with Iliad. How many present backed the tips? Air Commodore A. E. Borton, appealing for more support for the next dinner, told us that Major Berridge’s home had been raided by the police, on suspicion of running an ‘illicit Derby Sweep, because of the number of letters he had sent out about the dinner. Lt.-General Sir Arthur Linden-Bell told us that ,he had never had keener or better people serving with and under him than the officers and men of the old Middle East Brigade. After that the company intermingled in conversation till alate hour. One member showed that he at any rate had lost none of the quickness of action and resourcefulness which stood him in such good stead as a single-seater pilot during the War, for, at a moment when a portable fire- extinguisher had become inadvertently misplaced and lay fizzing on the stairway, he unrolled the. hose on the landing above and turned the high-pressure hydrant onto it to put it out. The effect was amazing. It was a good party, as are all Middle East parties, and old Middle Easters who could not attend this year are enjoined to make a special effort to greet Sir Geoffrey Salmond next year. Will they please get in touch now, at once, with Major F. D. Berridge, Holtside, ROmleage, Farn- ham, Surrey. A Re-Union Dinner of No. 7@ Squadron. A re-union dinner of past and present officers of No. 70 (Bomber) Squadron, R.A.F., will be held at the Connaught ae Great Queen Street, on Friday, June 20, at 20.00 ours The dinner will be of an informal nature and dinner jackets with no decorations will be worn. The cost of the dinner will be 10s. 6d., which will be collected at the dinner. Those who wish to attend should send their names to Group Capt. H. R. Nicholl, C.B.E., Room 532, Air Ministry, not later than June 17. THE MIDDLE EAST DINNER.—The annual re-union of the R.A.F. Middle East, with Air AN ACCIDENT AT HENDON, As the result of an accident to a two-seat light aeroplane near Hendon on June 7 Mr. George Ernest Villiers, Pilot Officer No. 600 (City of London) (Bomber) Squadron, Auxiliary Air Force, was killed, and Mr. Henry Winch was injured. According to an eye-witness, the machine was approach- ing the aerodrome to land when it stalled at a height of about 200 ft. and dived into the ground. Mr. George Ernest Villiers was the son of the Hon. Mrs. Ernest Villiers, of Homington House, Salisbury, and a nephew of the Viscount Wimbourne and of Sq. Ldr. the Hon. F. E. Guest, who commands No. 600 Squadron. Mr. Henry Winch is a stepson of Lady Newborough and is a lieutenant in the Scots Guards. SWISS MILITARY AVIATION, On June 4 the Swiss National Council adopted by IIT votes to 47 an allocation of 20,000,000 francs (£800,000) for military aviation. Under this allocation, the credit for which has already been passed by the Council of States, 105 new military aircraft will be bought. A MONSTER MERGER. The General Motors Corporation of America last year acquired a working interest in the Fokker Aircraft Corpora- tion. Last September General Motors formed the Dornier Company of America, to make Dornier flying-boats. Now the Fokker Aircraft Corporation will be transformed into a holding company which will be known as the General Aviation Corporation. This new company will im turn take over the Dornier Company of America, and when the whole re-organisation has been done the new company will be one of the biggest in the American Aircraft Industry. IMPORTANT DATES. 10—15.—F.A.I. Conference, Paris. 14.—Manston Garden Party. June 14.—Royal Tournament at Olympia June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aero plane Club). Official opening of Ipswich Municipal Aerodrome, June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. June 30.—Flying-boat and Seaplane Assembly at Brighton. July 5.—King’s Cup Air Race (Royal Aero Club—Hanworth). July 9—12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—-Hanworth Garden Party. July 20—Aug. 7.—International Touring Competition, starting from Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Club} (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation at The Hague. Sept. 6.—Official opening of Mr. Lindsay Everard’s private aerodrome at Ratcliffe, Leicester. Sept. 6—28.—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris. June June ends. Vice-Marshal Sir. Sefton Brancker in the Chair.

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“ jyo= 11, 1930 The Aeroplane 1121 ‘ : ~“ @ be U oe = : : ~ ° oe bf : ve e ix Age oo, . _—=.* ry be es s . “red ‘i - 4 _- 2 ; a de é . < *- . : yey o , e ”” - @, A. Cad 4 ° _ , z= we e ‘ Pye.’ : 2 . , 4, S . e 2 Fae “fun y he : . . ) \S 8 . \\\ ‘ P 6) ) \ Poy om | : ° *% ‘ <r . The violence of the elements cannot be controlled, but its effects can be very largely obviated by the use of Cellon Dope. The buffeting of | s‘orm and tempest will not harm aircraft fabric doped with Cellon, which proofs it against air, water, oil, and petrol, and even reduced inflammability. Saunders-Roe machines, including the well-known “Cutty Sark,” are Cellon doped, while the metal — and wood structure is lacquered with Cerric. CELLON Cerric Cellulose Lacquers comply wit I.D. Specifications for metal parts, cockpits, propellers. Particulars on application, — . CELLON, LTD,, Upper Ham Road, KINGSTON-ON-THAMES. Contractors to H.M. and Foretgn Governments. Telephone : Kingston 6061 (5 lines).° Telegrams: “AJA WEB, ‘Phone, Kingstcn-on-T hames.” eysiss . KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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—1122 | The Aeroplane JUNE 11, 1930 CIVIL AVIATION IN THE HOUSE OF LORDS. In the House of Lords on June 3 Viscount Gage ,asked His Majesty’s Government whether the route of the Indian Air Mail had been definitely settled, whether any improve- ments or extensions of it were contemplated and asked for information about any new or projected British services overseas. Imperial Airways had maintained a weekly ser- vice between Cairo and Karachi for over a year, but the achievements at either end of the route formed a disap- pointing contrast. Germany had nearly 18,000 miles of regularly operated air route, France nearly 20,000, and the United States 46,000, while the last-named had carried in 1929 3,437 tons of mail. Our Dominions and Colonies had just under 15,000 miles, but the only link we had with any part of our Empire was this Indian route, which covered about 5,000 miles. If Imperial economic unity came to anything the question of air communications would become more important than ever. That was why he was anxious to know how this very vulnerable link of our Imperial communications was going to be safeguarded—whether by general diplomatic conven- tions common to a number of countries, or by private con- tracts and agreements with the countries over which we flew, or whether it was the intention to make modifications in the route to suit political conditions. Could he have any information in regard to the linking up of Bombay and Calcutta with Karachi? LORD TRENCHARD said that the subject of Civil Aviation had always interested him because of its vital importance to the Empire, and not only from the point of view of defence. A great many people were continually saying: did it pay 59 on its money? That attitude was not alto- gether fair to Civil Aviation. Would it not be fairer to look at it from the point of view of how much it was going to benefit the Empire as a whole in securing quicker com- munications. Quicker communications with the Empire became more vital every year and would mean the quicker spread of civilisation. Experts would be able to go to distant parts of the Empire and assist in their development and greater markets would thus be made available. The money necessary for civil aviation was not so much a subsidy as a payment for unforeseen benefits. The question of the freedom of the air had been debated constantly since 1919. A certain number of Powers re- garded freedom of the air as signifying the right to fly over the land of any other Power. Other Powers maintained that freedom of the air was conditional on agreement with the Power whose land was flown over. He believed that at the last meeting of the Air Convention 27 Nations had voted against freedom of the air being absolute. If the aeroplanes of one Power wished to fly over the territory of another Power an agreement must first be made. That decision secured to every Power the flying rights over its own territory. Human nature being what it was he thought no other decision -was vracticable. He thought we had most to lose by overthrowing the decision of the Convention. Lorp THomson, Secretary of State for Air, said that he considered Oivil Aviation as one of the most ‘important functions of the ‘Air Ministry and personally put it second to none. Civil aviation could not be developed to the same extent in this small island as in larger countries with less good communications. On the other hand we had a far-flung Empire which we could only reach by crossing other people’s territory. The present dispute turned on the interpretation of Article 15 of the International Convention, which no one quite understood. The interpretation put on it by the French representative was that every contracting State might make conditional on its prior authorisation the establishment of international airways and the creation and operation of regular international air navigation lines with or without landing on its territory. Great Britain had been one of the four countries which favoured a wider interpretation. When asked for an assurance that the route to India was a permanent arrangement he could only reply that its.permanence would entirely depend on the local arrangements which we made with each territory that we passed over. So far as Great Britain was concerned we had no difficulty in Yeaching agreement -with the countries that the air line to India Was now passing over. He was not in a position to go into our diffi- culties with Italy but from the point of view of the Government there had been no real friction of any kind although there had been a certain amount of rivalry between Imperial Airways and the company that operated the line for Italy. When we came to make & special arrangement with Italy it was rather difficult to find a basis of reciprocity because we had nothing to give Italy in return for the privileges we enjoyed on Italian territory. We had offered them various facilities which they did not require. We should have to continue to negotiate with Italy in a friendly spirit and in the mean- time the existing arrangement was by no means bad. The established route to India across the Balkans was functioning with the greatest regularity. Since Apr. 15 the whole of the route had been by air. In the winter months when there was snow on the Balkan mountains it might be necessary to resort to the train ser- vice for certain sections of the route. The loss of time would not be great. The concession from the Persian Government expired in 22 months but every effort was being made to persuade the Persian Government to come to some definite arrangement one way or another. [The other way is to cut Persia out altogether and go the other side of the Gulf.—c. ca. G.} At present, in the British Empire there was about 22,350 miles of air route in regular operation. This was tre second largest mileage of air route in the world in spite of the geographical advantages of other countries. [And anyhow route mileage means nothing. What counts is the Service rendered.—c. Gc. G.] The date of the extension of the air route to Australia depended on the Australian Government. The air mail was functioning as far as Delhi. From Karachi to Delhi it was under charter rates and not under the general system that was being aimed at—one overhead establishment, one great trunk route from London to Port Darwin. {One hopes that when the present disturbance in India is over and India has been brought to its senses, the Imperial Government will give a smart slap to the Indian Government—which is the cause of all those troubles and loss of life—and will run our Imperial Air- way as an Imperiay job.—c. c. G.] , The extension through Africa from Cairo to the Cape should be completed as far as the Great Lakes by the end of this year and to Cape Town by the spring of 1931. If he could have dictatorial powers in the matter of subsidies he would plan Empire routes not so much from the point of view \ 5 4 , Ir 1<é | ¥% = ’. | § B: _ - | q. = | .~ 8 . | | | Ss _AN ORIENTAL UPHEAVAL.—Anak Krakatau, a small island recently upheaved just off the coast of Krakatau, between Sumatra and Java, has been exploding under water lately at the rate of 60 bursts per minute. Krakatau itself blew up in 1883 and killed about 25,000 people, and made a dust cloud which drifted almost round the World. The photograph was taken a few weeks ago from a Fokker belonging to the Koninklijke Nederlands Indische Luchtvaart Maatschapij.

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JUNE 11, 1930 | The Ae ro plane 1123 SOCIETE GENERALE we AERONAUTIQUE 3 | unites seven of the most important French aircraft factories, and produces Fi all types of aircraft and Mis séaplanes, both commer- . re te : i]} ‘ tO cae cial and military; all types : of air-cooled and water- cn cooled motors, ranging ‘ 7s da oe from 60 to 800 h.p. 2 . = o ' : me ye " wet oa bs 2.34%, "and yr: ‘ hots ass” A M S t “eis, . 2 Sey ; nee : CR ° e © { aay hoo : ; The most important firm manu- sacs 2 facturing seaplanes in France. pe, Van _ || HANRIOT. ae ers ; . pha ha aida OL Se , eg ee patrol aeroplanes. Poi OF Bee Og Bie yy. i LORRAINE, ‘ er ced a Raat: enti eo ee o* ope , *e eil Al types of engines “between a os 1 oS ed 60 and 800 h.p. i. ec) NIEUPORT. |; Fs et ig ie ah he Fighting aircraft and transport a is ie Be AR Ah, ees ae ‘ed aircraft. 7 | >> eae AMIOT-S.E.C.M. |F* Macirie tes rn +f] All-metal long-range bombing a : ae ae planes. a El LATHAM. &E ey ms Pe , ares | Commercial & military seaplanes, ee : isc Flying Schools. |f: ; aint a ee ey | Te Bourges & Chalon-sur-Saone. a =e nies ~ * ?,* > * ' ; n 8 , my',6 2) ees a) . 7. ' . . = 3 a : og once $ A our . ; . oS $ . - «°* non . ‘ 4 ’ BE: . . - = ae . J ‘ wa hs ; . ‘ : ‘ “ . a > ° rau \O- Pre v' Pn} and ate Fs . .* Z ew ‘ . { (es . i ‘ } , .** a “Ae e ae . " oi! am. t Pye Math . - ° oe . F ’ ’ : "o e ; r = «ee ) . ’ . ‘ i . +7 Oy 7 . oe . ‘ f ‘ « *y ' , es. Wes ; , - : re . * LY t 49 vy . re ‘ = - aay rivé 4 - + . * a m . . or - £. Sy Ts ‘ . fry . “hig ° me ® . «* } 4 . a , ray fe ’ ‘ ead e a AX « » 4 . . » hy ; oe . sase 9 acs a” p=? . . fe he bie SA . ‘ ° 4 «6 a 7° : = . a + ae Ay . 1 , . “wa : ty.e! . ; ere oa ene . .“ » \- e wus a aeed ta . ae i a a ¢. ’ ke . ’ ‘ “. a¢ “Se * "« ° ~~ Ween Sd © *. ". e owt | » ‘ . * . ° "6 fe. e : ‘ 7 ‘ ‘ — . “4 er ee ; S f 4 s . . . , U : . tae - OP TS ES : ? t eee Oe —COC RS " BD .0@ . | (ee Dh ene eee ; ORR AINE. iliy sahe SOCIETE GENERALE AERONAUTIQUE Dees 11 RUE DE TILSITT- DAR | 7 ez Re Sys eee eee C.A.F. 7.R.ou Fiouier. Panir KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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1124 of whether they were commercial propositions but with a long view to the future and with the idea of really linking up the Empire both for communication and strategical purposes. [And what about commercial routes to bring business from other countries?—c. c. G.] In defence of the system of giving a monopoly of subsidy to one company he pointed out that if Government assistance was dissi- pated amongst several companies they might all go bankrupt. [And So might one,—which would be as bad.—c. Gc. a.] He had figures worked out to afford a fair comparison between the value received from our sibsidy and the value received in other countries. In Germany 68 per cent. of the receipts of commercial aviation was subsidy; in France 77 per cent. of the receipts were sub- Sidy. In Great Britain only 50 per cent. of the receipts of Imperial Airways came from subsidy. ‘ A more searching basis of comparison was the cost per ton-mile of the machines. The cost per ton-mile, which included passengers, goods and mails, was in France 16s..9d. paid out of subsidy, in Ger- many 9s. 4d. and in Great Britain only 6s. 9d. The Air. Ministry was now discussing the opening up of airways in the West Atlantic. Such developments could only be made in co- operation with the Canadian Government and there they were meet- ing with the most sympathetic response. A great deal of work had been done by a Consultative Committee which had been set up in July. The Committee consisted of Sir Alan Anderson representing shipping, Mr. Quirey representing railways, Mr. Nugent representing the Federation of British Industries, Sir William Brass, M.P., repre- senting the Conservative Party, Sir Archibald Sinclair representing the Liberal Party, and Mr. Snell representing the Labour Party. In addition they had the services of Colonel O'Gorman, the well-known authority on aeronautical science. [The last-named seems to be the only member with a knowledge of Aviation.—c. c. c.] This Committee had reported most sympathetically on the Atlantic Airways scheme and he was fairly confident now that they would be able to build up something of that sort on the far side of the Atlantic, independent of the monopoly systern, and he hoped this would lead ta the sale of British aircraft in South America. Con- tributions under the Transport Subsidy Bill would be made by the Dominions anr Colonies and would probably be £370,000 next year. The airship programme was a scientific experiment and no lives would be sacrificed through lack of foresight and skill. It would not cease to be an experiment until the supreme tests of the airships, the one to Canada and the other to India, were completed. If the al- most unthinkable hannened and these airships failed on their final flights, there might be a strong movement towards scrapping all the programme, which would be heart-breaking. If the final filght proved satisfactory, it might be urged that the construction should proceed forthwith with a 7,500,000 cubic feet airship, which would be a commercial proposition. Another policy was to invNe the collaboration of the big shipping companies. If during the course of this year several flights took place over a great distance and careful records were kept of expenditure on fuel, running costs and other points, he had good reason to believe the great shipping companies would be interested, not only shipping companies at home but companies on an international basis. It might be asked why the Graf Zeppelin could go round the world while our two airships spent their time mainly in their sheds. The Germans had 30 years of experience in building airships and we had not had time to produce our Dr. Eckeners. He did not think that the Graf Zeppelin could be compared as a structure to R.101 or even R.100. Our two airships were almost unbreakable provided they were properly navigated. [Optimist.—c. c. a.] The Aeroplane JUNE 11, 1930 Describing what had been achieved he said that they had two airships, a magnificent ground organisation, and a design staff. They had spent £2,300,000 on the whole programme. The two ships together had cost £894,000 and research had cost £305,000. He believed the knowledge gained was worth the money spent. His advisers told him that there were three conditions of safety in airship navigation; sound construction and first-rate material, which he thought we had; good navigation and well trained crews— and it was amazing how the men are taking to airship work: and good meteorological information communicated promptly and sys- tematically, which le thought was satisfactory. VISCOUNT BRENTFORD Said that Lord Thomson had not mentioned a new industry which had arisen during the last few years—surveying by aircraft. Some 11,000 sq. miles on the Zambesi had thus been surveyed, 1,000 sq. miles in ‘Iraq, some 2,500 sq. miles in India, and quite recently a survey was being made by British machines of 20.060 miles of country which could not be surveyed by any other means. . Lorp THOMSON said that the noble Lord would be interested to hear that 90,000 square miles in Northern Rhodesia was being sur- veyed and the survey would be completed in two years. ViscouNT BRENTFORD said that in the export of aircraft and air- craft engines we beat all the countries in the world. He pleaded for financial support for the development of Civil Aviation. “OLD FATHER ANTIC.” [The Law of Aviation, by G. D. Nokes and H. P. Bridges, 240 pages (Chapman and Hall). Supplied by THE AsrrRo- PLANE Book Department, Cannon House, Pilgrim S&t., £.C.4, 13s. post free.] This book is divided into two parts. The first deals with the regulation of aviation in time of peace and sets out concisely the provisions of the Air Convention of 1919 and Air Navigation Act of 1930 and Orders thereunder. It contains no new material and does not refer to the vexed question of whether the Convention of 1919 in fact confers freedom of the air on aircraft overating regular air lines. There is no reference to the existing conditions of trans- port which govern carriage by all the European air com- panies which operate internationally; nor to the Conven- tion of Warsaw of 1929, which presumably will shortly revolutionise the position of contractual liability of air carriers; nor to such questions as third party liability (ex- cept in relation to British Common Law and the Air Navi- gation Act), seizure, and combined rail and air transport, all of which are seriously exercising the minds of interna- tional lawyers (Government and otherwise) and others con- cerned with air transport. The second part of the book deals with the subject of aviation in war and neutrality, and is. interesting as ex- pressing the views of the authors, but, as they say, “with few exceptions, there is no clearly defined law governing civil aviation in time of war.” This, coupled with the fact that war in Europe is abnormal, makes this portion of the book of somewhat doubtful value, and the work as a whole does not carry the student beyond the limits already covered by English and American text-books. CIVIL AVIATION ON A LORDLY SCALE.—A new Short Calcutta (Bristol Jupiters) being tested at Rochester.

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WORLD '$ FLIGHT ENDLIRANCE | RECORD BROKEN | Major Umberto Maddalena and | | Lieutenant Fuasta Ceccona landed on | 1125 June 2nd, at Montecelio Aerodrome, Italy, after breaking the _World’s Record for endurance and distance in a closed .circuit, remaining aloft for 67 hours 15 minutes: in their FIAT S-64 with FIAT Engines CASTROL-lubricated. . (Subject to official confirmation). International Air Pageant | N T E R Pal A T | @) N A L and R.A.F. Display, May 3th, a ED 1930, at the opening of the . Bristol Air Port o H.R.H. A i R. P A G E A N T Prince George. CONTINENTAL AIR RALLYE | Ist Prize: MOBILOIL Cup 2nd Prize for Long Distance oe bas ON WAKEFIELD 5}. ) : | | i 7 Van = X < ; \ = : ¥ rir 3 4: es ae ,. | ‘ C. C. Wakefield & Co., Ltd., Wakefield House, Cheapside, London, E.C.2. M Oo ro R | OIL ‘a dng? KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1126 The Aeroplane JUNE 11, 1930 AN ARCTIC AIR ROUTE TO CANADA. On July 3, according to The Times of June 4, a British expedition will set out to explore the Greenland ice-cap and determine its possibilities as part of a trans-Arctic air route to Canada. From the other end the route will probably be surveyed by the Canadian Government, which has taken a great interest in the scheme. Next year a trial trip will be made by a Vickers Vellore, and thence- forward the development of the route will be determined by Empire enterprise and commercial foresight. The scheme grips the imagination as both revolutionary and practical; revolutionary because it proposes to link two Continents commonly accepted as being very efficiently separated by a reasonably unflyable ocean, and practical because the longest over-water stage will be the 300 miles between the Farée Islands and Greenland. Arctic flying is in itself nothing new, and is all in the day’s work for pilots of such companies as the Western Canadian Airways. The only unknown quantity is the Greenland ice-cap, which is about 500 miles wide where the proposed route crosses it between Iceland and Baffin Land. This mystery the Expedition proposes to clear up. A base camp will be established on the south-easten coast of Greenland, and a station on the top of the ice-cap itself where meteorologists will stay for a whole year. The alti- tude is about 8,000 ft., and nobody has ever yet spent a winter at this height in the Arctic. From the central base expeditions with dog teams will make journeys into the far north of Greenland, down to the south, and along both coasts and aeroplane surveys will be made. The coastal camp will be near the Eskimo inland settlement of Angmagsalik, and the plateau camp will be about 150 miles inland on the summit. The Expedition is so far composed of the following :— H. G. Watkins, in command; A. Courtauld, ex- plorer and surveyor; J. M. Scott, surveyor and dog driver; Fit Lt. N. H. D’Aeth, pilot and meteoro- logist; Capt. P. Lemon, wireless officer; L. R. Wager, geologist; A. Stephenson, chief surveyor; J. Rymill, sur- veyor; F. S. Chapman, ornithologist and ski expert; Q. Riley, meteorologist; W. E. Hampton, engineer; and Lieut. M. Lindsay, surveyor. Two others, of which one will pro- bably be a naval surgeon, are yet to be added. ames Prooosed Air Route. eocree lines OF SBOE Une: 46 ce] Maps of the Polar Area by courtesy of “ The Times.” Last year some Fellows of the Royal Geogranhical Society decided that the time had come to work out an aerial route to Canada over the Arctic, and referred the project to Canada. The authorities there were profoundly in- terested, and a Canadian Committee was formed in Ottawa which included Major-General MacBrien, President of the Aviation League of Canada. ; The English Committee consists of Major Stephen Cor- tauld, chairman; Mr. A. G. Watkins, leader of the Expedi- tion as well as of two previous Arctic exploration journeys; Mr. Andrew Holt; Mr. J. M: Wordie, who was a member of the Shackleton expedition of 1914-17 and has led other Arctic expeditions; Capt. Ralph Rayner, of the Royal Sig- nals, honorary secretary of the expedition and member for Canadian liaison; and Mr. Augustine Cortauld, who has already made two expeditions to Greenland. The Prince of Wales has consented to become Honorary President of the Committee. The Expedition is being financed by certain members of the Committee supported by a few other benefactors, including several Government departments which hav¢ lent personnel and equipment. The Royal Geographical Society has lent aid both financial and technical, and Vickers Aviation) Ltd., have offered one of the new Vellore freight-carrier aeroplanes for the trial flight next ear. Z The vessel in which the Expedition will sail is Shackleton's ship, the Quest, and Mr. Scott is already on the west coast of Greenland making up dog teams which he will ship to the Faréde Islands to be picked uv by the shiv. A PRACTICAL ROUTE. The Greenland ice-cap is one of the least known terri- tories in the World, and the revelations from its interior will largely decide whether or no the Arctic air route to Canada can be made workable. Winter weather alone is no bar to flying, as has been proven by Admiral Byrd in trips alleged to have been made over both Poles; by Sir Hubert Wilkins in the flight in which he was piloted by the late Mr. Eielson from Alaska to Snitzbergen, in which he diverged purposely from the North Pole towards Green- land in order to see what was there; by the members of the American first Round-the-World flight in 1924: ane last but not least, by Canadian commercial companies fly- ing daily, Winter and Summer, within easy reach of the Arctic Circle and often within it. The condition which completely stymies the last men- tioned gentry is the half-melted, half-frozen state of the waters in Spring and Autumn, which prevents the use of either floats or skis. That is almost certain to be a more real problem in the establishment of a trans-Arctic route than to make it otherwise reasonably fliyable and _ safe. The height of the ice-cap is not a great obstacle, because of the density of the air in cold regions. In Canada, hun- dreds of miles from the Arctic circle, the extra lift in winter air cannot be overlooked by anyone who has flown in it. The extra cold of Arctic altitudes will not matter to machines designed to fly in that sort of weather as a matter of course. Probably fog is the real key to the Greenland situation. Polar weather has been highly commended by Sir Hubert Wilkins and others, who say that severe storms are rare. Generally, too, the air is moderately clear, and if these conditions hold on the Greenland plateau for a good pro- portion of the time the question of landing and refuelling points ought not to be insoluble. The intermediate seasons in Baffin’s Land and Northern Canada will be a more difficult matter, and that is where the experience of the Royal Canadian Air Force and com- mercial pilots who earn their living in those regions will be varticularly valuable. Winnipeg is near enough the geographical centre of North America to be a very logical centre of traffic from the United States across the Arctic. For Western Canada itself, The Pas, 350 miles north of Winnipeg, is more likely to become the trans-Arctic aerial centre, and that town is at least a thousand miles nearer to London by the proposed air route than by any in use at present. However, the new seaport at Churchill, by the Hudson Bay Railway just finished, brings it almost as near as Montreal. Also there is interest in noting that the sea route thus opened through Hudson’s Bay is much shorter than the old one from St. John, New Brunswick, and more nearly follows the proposed air route. At present The Pas can only be reached through Winnipeg, from which city the railway journey takessome 20 hours (34 hours by air) and a fast letter from London gets there in 15 days. If an air route reduces the time by a week or more The Pas will become the centre of Western Canada for European traffic and communications, and any growth of Empire trade, which should thus be hastened, will give a tremendous impetus to the development of Canada’s rich mining areas north of the agricultural belt. Eastern Canada wil not be brought appreciably nearer as letters cross from London to Montreal in eight or nine days.—F. D. B. A MUNICIPAL AERODROME AT DONCASTER. The Doncaster Town Council is about to proceed with their municipal aerodrome scheme on a site of 160 acres near the racecourse, in accord with advice given by Alan Cobham Aviation Limited.

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June 11, 1930 © The Aeroplane | 1127 \ Ee AACN’ | a od ATU’... AOA] le id LLL af, GZ \ | | | hws \) | —_— ACCE SSORIES | L THE ROYAL AIR FORCE posta allt = aanee waa “os OIL COCKS. es ATTA ses SWAGED {ro ATU — .\ g \ GENERATING y \ EQUIPMENT | | FOR AIRCRAFT | eZ = et ZZALZZ ZZAZL- iittteeg te i Z < eo ZO: : \\ Vie KERS-POTTs \X |v rile : COOLERS. WITHOUT : SS END \\ VICKERS- ey \ a LIGHTING. | \ 90 AWWW | Z7TWAZE FUEL FILTERS. 0 ae ‘ \ UANTITIES. /\\ FITTING.N PNEUMATIC coe VALVES. \ of a eee] MW A 7 | | mmo AI = | \ VICKERS-DAVIS \ \ VICKERS \ NAVIGATION / AY \ UNIVERSAL PULLEYS | | L \ J AND GUARDS FOR | \ (LIGHT PATTERN) : iN LIGHT CONTROLS. SME AN BESA. \ pun AAU 1 “MALLEVILLE” ap VI@KERS (PATENT) \ ADJUSTABLE PIPE CLIPS. | SPECI FICATIONS. | HYDRAULIC BRAKES. | Xs 1, iis .— ANNAN oe | LEE ae r / Telephone: VICTORIA G900. nnalhi Ne ); ww Telegrams: VICKERS- SOWEST:- LONDON. me’ \\ All Enquiries for above Accessories to the Works: BYFLEET ROAD, WEYBRIDGE, SURREY. FETS SS GUEEEOUS00E5R060005O0Se 008080 E888eesnnn8hn8hs 00 Uhhh 82s08eeethhetSeUEeeeswaseRneesene: we | Head Office: su ‘ We. VICKERS HOUSE, BROADWAY, LONDON, SW. x RAGS, LUC AKOTA ATI TANONANATNHNHATANNANNHANNATANTN KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane JUNE 11, 1930 1128 ft are called upon to > UO ce, Og =i ) , nn V mac =o 8 Pita pat = 7B ES VY BLO = > 5) Tees ess AP, ce I a Oo Pr a | Se fe . «re © ~O Ow Ces S W herever where re- ital factors,—over d Arab ions ; if above . ? la an Veldt and ir Forces both Iraq an the Afr les; across ic desert—the WESTLAND WAPITI he standard chosen by the A wastes of at home and abroad. the arid Australian is ft mited) ENGLAND. i (Branch of Petters L YEOVIL, pas SN oS ——- Ss YO w a) —— _- KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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ee *‘erere OE EE EEE ee ee eee ene Se ee ————— JUNE 11, 1930 THE LIGHT 1129 AEROPLANE AND THE FLYING CLUBS. ARGENTINA TO ENGLAND BY AVIAN. By E. L. Rayson. ON THE WAY N ORTH.—Mr. Rayson and his Avian (Hermes) filling up at Bahia. -_ At dawn on April 24, we set off from the volo ground at Hurlingham (Buenos Ayres) with a fair head wind and the machine loaded to 1,920 lbs.—composed of 40 gallons of petrol, 4 spare.cans of oil, numerous spares, a passenger (one Denys Hitchcock) and a fair amount of luggage. The machine took'off with very little more run than usual and we headed across the River Plate for Uruguay, arriving at the Aérovostale.aerodrome at Pande near Montevideo, ‘slightly behind schedule owing to the head wind. Here we re-fuelled and made for Peletas 550 kms. away. But we put down at .Jaguarao, an emergency landing ground, to clear one inlet-valve which showed signs of sticking, and then went on to Pelotas for the night. _ The next day, after a stop at Porto Alegre for oil, and to meet the Vacuum Oil agent there, we headed for the coast and followed it to Florianopolis. From there the real Coast of Brazil started, a thin strip of sand backed alternatively by mountains and dense scrub. At Florian- opolis we put in for. petrol at a tricky little aerodrome shel- tered on two sides by mountains,—which avpear to be right on top of one although they do not rise until about 300 yards from the end of the field. From here we were told to expect rain storms. And we got them! It was possible to avoid most, but on the moun- tainous parts round Santos and Rio we thought it wiser to fly on just above the sea rather than risk hitting a mountain. After waiting at Florianopolis for a storm to pass, we left for Paranagua where we were told there was a good piece of beach. After landing at Guaratuba-by mistake and encountering considerable difficulty in obtaining anything coherent from the natives, we took off again and made Paranagua. The “town” is 50 kms. from the beach, and as ‘we required fuel we obtained a car, arranged for us by the local agent of the Aéropostale, and set off up an appalling road cut straight through the marshy scrub. | At 4 a.m. next morning we returned to the machine, and after re-fuelling went on to Santos, where Hitchcock left and returned to Buenos Aires. After paying a visit to the S.S. Arlanza at Santos I left for Rio. The aerodrome there was. in appalling condition owing to the heavy rains. From here on I encountered storms intermittently all the way. The next night found me at Caravellas after a ston for fuel at Victoria, where the field was completely submerged and the mail plane was delayed a day owing to the ground being too soft to get off. This-did not deter the Avian, how- ever. I attempted to get a room for the night but could find nothing which was not full of dirt and fleas, so grate- fully accepted a shakedown at the aerodrome. The last stage, to Pernambuco, was done with the same regularity the following day, stopping at Bahia and Maceié en route. At Pernambuco I found the Consul and his wife and the R.M.S.P. agents waiting for me, which was extremely ROLLING DOWN TO RIO.—Surf along the beach at the Praia Grande, south of Santos.

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The Aeroplane nai June 11, 1930 | IN ALL CLIMATES © “TITANINE” Dopes are unequalled for durability and give maximum tautness with minimum weight. “TITANINE” Cellulose Lacquers are suitable for all metal parts and are resistant to oil, petrol and sea water, etc. Manufacturers and So-e Proprietors: iY TITANINE-EMAILLITE LTD. 715, PICCADILLY, LONDON, W.1 Factories at Hendon (London, N.W.), and also at New Jerse ; (U.S.A), Milan (Italy) and Bremen (Germany). KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1132 . ‘THE NORTHAMPTON The Northamptonshire Aero Club again had the best of luck with the weather for their Annual Pageant, which they held at Sywell Aerodrome on Whit Monday with uninter- rupted sunshine and just the right amount of breeze. The crowd was so immense that it would be merely wild guess- work to estimate their numbers but the presence of sixty aircraft on a day when other flying meets were also in progress speaks volumes for Northants hospitality, and tor the Club’s popularity among those who fly. Some dozen or so machines arrived on Sunday afternoon and some flew in the heats of the Sywell Grand National that day. On Monday morning the Aerial Treasure Hunt took place. The pilots were provided with a clue which took them to a field towards Bedford which displayed a landing tee; a further clue then directed them to a tee elsewhere, and so on to a third before returning home. One visitor remarked that the clues could not have been very intellectually obscure, because none of the pilots missed them. AS a matter of fact, without impugning the general intelligence of pilots, it must be said that the Treasure Hunt was pre- eminently a landing contest. In three landings Mr. Norman Brett, of the Norfolk and Norwich Aero Club, in one of his Club’s Moths, scored 0 yards, 84 yards and 14 yards respectively from the three marks. He thus won the Northants Club Cup for the event. His closest rivals were Flt. Lt. T. Rose in his Moth (Cirrus III) KJ, and Mr. Andrews in Bluebird (Gipsy) TS, both of whom aggregated 24 yards error for three landings. During. the morning more visiting aircraft arrived, and Northampton moved en masse to Sywell by every manner of conveyance, the younger pilgrims festooned with rations for at least a day. The traffic arrangements were good, and perhaps it was rather a good idea-to allow concessions to roundabouts and fair-day trimmings in the cheap enclosure, plenty far enough away from the flying so that there was no interference. Theoretically it served to amuse the youngsters who got bored. Actually, of course, the young- sters, knowing something about it, do not get bored with flying—but the roundabouts did a roaring business. About 55 machines were present when Capt. C. D. Barnard, who arrived in a Moth (Gipsy) AL with Mrs. Barnard, opened the Pageant officially at 14.30 hours. He remarked to the microphone that a Moth was a far pleasanter_ mode of travel on a fine Bank Holiday than a conveyance on the roads underneath, which he could see packed with traffic all the way. THE PAGEANT. A parade of aircraft opened the show with fine variety. Fit. Lt. Rose led off with an Avian Sport (Hermes), followed by Mr. A. D. Storr in the Breda 15, Mr. Morton in a Spartan (Cirrus III), Mr. Jackaman in a coupé Moth (Gipsy), Mr. John Rogers in a Klemm (Salmson), Mr. Andrews in a Bluebird (Gipsy), Mr. Penrose in a Widgeon (Cirrus III), Mr. George Murray in an S.E.5a (Hispano-Suiza), Mr. Trost in a Junkers Junior (Genet), and Mr. Wilson in a Desoutter (Hermes). There was also on the field, besides many examples of one or other of these types, Mr. W. G. Pudney’ S Romeo 5 (Fiat). As the parade was landing Mr. Broad’s red and silver The Aeroplane ‘“famous French ace” enclosure with very intermittent engine. JUNE 11, 1930”, MEETING. Moth, G-AALT, came over and landed, but it was obviously not Mr. Broad’s head protruding. On inquiry one was told that the pilot’s name was Johnson, whereupon one winced and looked about for The Daily Mail. However, Mr. W. E. P. Johnson, R.A.F., although independent of any other firm of that name, admirably proved himself by his aerobatic display, deputising for Mr. Broad. A more skilful display of inverted flying has never been seen at any flying meeting that one knows of. Mr. John- son started by circling the aerodrome for several minutes upside down, with a great variety of turns. He dived up- side down for an inverted loop, but just missed a clean follow-through at the top. He was greeted with loud and deserved applause when he landed. A formation flight by Messrs. H. D. Davis, George Murray and. G. E. Lowdell, of the Brooklands School, was very creditably done, and Mr. S. A. Thorn then ably filled in the gap made by the absence at Martlesham of the Comper Swift A visitor from Germany did one of the day’s best turns, Herr H. Knoertzsch had flown from Stuttgart in a Klemm (Salmson) that morning with Fraulein Jung, who is also a pilot. Herr Knoertzsch is chief test pilot for the Klemm Company, and was the youngest transport pilot for Deutsch Luft Hansa. He took up his little red and white Klemm and looped it, not only in the usual way, but also without engine. His low evolutions looked quite dangerous until one got used to the controllability of the Klemm at low speeds. The slow rolls with so small an engine were amazing. Not long after, Herr Knoertzsch and Fraulein Jung left for Stuttgart amid an enthusiastic demonstration from the ground in answer to their waving. The comic turn represented the bombing—by accident— of a party of American tourists by Flt. Lt. Rose and Mr. T. Neville Stack. The taste of this conception might be criticised, but its execution was not unkind, except to one of the “tourists,” who actually got run completely over by the car. The announcer optimistically remarked that “it didn’t seem to have hurt him.” Fortunately this was the case, but it was a nearer approach to a nasty incident than one has yet seen at a flying meeting. Mr. Storr demonstrated the Breda 15 very effectively. Besides having a good top speed it certainly will fly re- markably slowly. Further comic relief was provided by an amateur photo- grapher who climbed into a machine to take pictures of a who was approaching to fly it. It started away and got into the air. The yells of the occupant could be heard distinctly as he wallowed along the He was heard to ask for a parachute. However, he eventually made a hair-raising landing and was identified as Mr. Lowdell. Mr. Stack obliged with his famous aerobatic display on G-EBUF, and Mr. George Murray performed both on the S.E.5a and with inverted flying on Fit. Lt. Rose’s Moth KJ. Mr. John Tranum, who had been present at lunch time, reappeared later in the evening in a Bluebird. He had been to Reading, where he made a jump, packed his para- chute and returned with Mr. Alliott in the Bluebird to jump at Sywell, which he did. Mr. Tranum and his parachute SMILES AT SYWELL.—In the middle of this cheery group, Pageant, are Mr. and Mrs. C. D. Barnard, the guests of honour, with Miss Slade on Mr. Barnard’s John Tranum (in white helmet and broad smile) is holding a taken at the Northamptonshire Aero Club’s left. Mr. canned up-draught, probably intending to estab- lish a soaring record, and Mr. Bentley has his mouth ready for the remainder of a bottled pei asst LBA The Linnell Brothers are on the extreme left. —(‘ Aeroplane ’’ photograph.)

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1134 are one of the hardest worked pairs in the Aviation Business. The Grand Finale was rather spoiled by the sudden anti- militaristic decision of some Government Authority or other, who refused to permit the loan of troops or military material, so “friendly tribesmen” of distinctly guerilla appearance eked out what was quite an ambitious attempt at a set piece. Combined land and air attacks were made on the Kurd fort, and realistic anti-aircraft fire forced one of the machines to land. His comrade landed and rescued him from the hands of a sortie from the fort. Finally bombs set fire to the stronghold, which was abandoned, although several of the defenders were seen to return and restart the conflagration which had gone out. Through no fault of the organisers, who did their wor nobly and well, several items of the programme were altered or omitted, and that made some slight monotony and samec- ness in parts of it. But it was a splendid day’s sport. THE DINNER. At the Grand Hotel, Northampton, that evening, some 200 visiting pilots and members of the Northants Aero Club gathered econvivially. Capt. Barnard, replying to Mr. Chair- man Newton’s pledge to the Visitors, expressed the pleasure and gratitude of all his confréres at the thoroughly enjoy- able show, although, he said, he had hardly expected to find himself enacting the part of even a friendly tribesman. He deprecated a suggestion in the Press that the Prime Minister deserved especial reverence for flying on his more distant concerns. Without disrespect to the Prime Minister, Mr. Barnard said, one might as well doff hats to a flea for jumping, when it would also merely be using the best avail- ' able means of getting anywhere. Flt. Lt. Rose proposed the health of the Northamptonshire Aero Club, and said that their hospitality was well known among those who had suffered it previously, and would be notorious among many more before morning. Mr. Harris replied for the Club, saying that its success was assured while the present Committees were in charge. Mr. F. D. Bradbrooke, of THE AEROPLANE, apologised for the enforced absence of Mr. C. G. Grey, and to the Ladies, whose health he had unworthily to propose. He promised that his demeanour should be marked by the meekness, modesty, and brevity for which THE AEROPLANE was so justly famous. . Mrs. Barnard replied in a graceful speech, and thanked the hosts of the evening for their hospitality and kindness. She then presented the many cups won during the year. Miss Molly Olney had earned the Anonymous Cup for the first lady of the Club to fly solo, and Miss Tzack got the one presented by Lord Wakefield of Hythe for the first lady to gain her “A” licence. Mr. Norman Brett received the Club cup for the Aerial Treasure Hunt; and in the absence of Mr. Johnson, who was adjudged winner of the splendid cup for the best individual effort of the 1930 Pageant, Mr. Ronald Malcolm of the De Havilland Aircraft Company Ltd. took charge of it amid cheers. The party then dispersed to reassemble elsewhere for dancing and _ other divertisement until the early hours.—F. D. B. HERR KRONFELD IN SEARCH OF UP-CURRENTS. On May 29 Herr Robert Kronfeld, sailplane pilot par excellence, made a prospecting tour of the Down Country in a Blackburn Bluebird belonging to Auto Auctions, Ltd. His pilot was Mr. R. M. Windsor. Mr. Windsor states that Herr Kronfeld is very much The Aeroplane JUNE 11, 1930 THE WAY WITH KURDS.—A Gipsy Moth bombing the Kurd fort “north-east of Sywell” which caught fire—with a little Kurdish help—and burned to the ; ground.—(‘‘ Aeroplane ”’ photograph.) at home in a motor driven aeroplane, and gave some very interesting exhibitons of what the Bluebird could be made to do by one who has made a study of air currents. This was in the course of tests at various localities where the topography looked promising for his particular art. From Heston the Bluebird was flown over the Chiltern Hills, Ivinghoe, Halton and Princes Risborough, then to Guildford and the Hog’s Back. Herr Kronfeld considered the thickly wooded country about the Hog’s Back unsuit- able for instructional gliding, but said that one could easily travel from one end of it to the other with a suitable wind. The South Downs proved to be the most interesting country. The hills at Lavington, Watham, Kithurst, and the high ground north of Brighton were all suitable, but Herr Kronfeld’s final preference was for Glynde Hill at Lewes, and Firle Beacon at Seaford. After refuelling at Lympne Mr. Windsor and his guest made a reconnaissance of the North Downs by Charing, Maidstone and Wrotham, but the same conditions as in the Hog’s Back country exist in this district, so the verdict was unfavourable. On his return to Heston Herr Kronfeld expressed his satisfaction with the Bluebird, especially for a tour of this nature when conference between the two occupants of the machine was practically continuous. About 350 miles had been covered in four hours. THE THUNDER BIRD.—Mr. George Murray doing 160 m.p.h. past the enclosures after a dive on the S.E.5a. | | —(“ Aeroplane’”’ photograph.)

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Ce j= PRIZE » for first England-India 4 flight by a native of India i Mr. A. M. Engineer, flying a “ Gypsy ” GOLDEN SHELL OIL weve eemeee ewes eeoeeee >) & SHELL AVIATION SPIRIT fopee se. EEO RPE OORT OR TTY OL CSR SRN, yO Mitte ASE ORRRNE SSS AREER Sis srnpe Ramee taec tee Se NSe SRSA RE’ AMIR RAINES SASS ACIDS ANIBRER EN Kite Maree as A Sareea POA OO OY SA ROR LOY On EAR atts. onees aa OX eee cee hi DG ores SEO ira) NURS oy Sopraney ery CORD a Rooaay | R S ERR RR Sy Sr . at ae Be ae ERR Wi dy RNS Xm a tate a SEN ss Si ee “eees eats ra ae fe ie aes ay oe Tay! ROY wie wily snes 8 f 4 x se . an 3 KINDLY MENTION “THs AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

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1136 The Aeroplane JUNE JI, 1930 THE SIDE-BY-SIDE FASHION.—The Robinson Redwing (A.B.C. Hornet, 80 h.p.) just produced by the Robinson Air- craft Co. Ltd., of Croydon Aerodrome. The makers claim that with the side-by-side seating and double-opposed hori- zontal four-cylinder engine they get excellent visibility, anda good streamline to the fuselage above and below to make up for what the side-by-side position loses laterally. Withits low power the machine is not claimed to be fast, but pilots say it is delightful to handle, can be landed on a handkerchief and is not at all slow. igi aaa Google

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a JUNE 11, 1930 | The Aeroplane HENDON AERODROME Saturday ———June 28th Gates Open 10 a.m. | | Flying from noon to 6 p.m. The Display is designed to afford an opportunity to the public to witness the progress and efficiency of the Royal Air Force in a series of Service exercises that hold the sustained interest of spectators from first to last. Nearly 200 aeroplanes will take part. PROGRAMME : Air attack on a Pirate stronghold, involving its destruction by fire. Parade of new and experimental aircraft. Individual combats in the air. Crazy flying. Air races. Squadron aerobatics. Parachute dropping. Inverted flying and other spectacular events. Booking now proceeding at Messrs. Keith Prowse and other Agencies. 1137 Royal Air Force Display ENCLOSURES, Tickets 10/- and 5/-. RESERVED SEATS in Grandstands, 3/- and 2/6 extra. Caz tickets (including chauffeur), 10/- and 5/-. WORLD’S GREATEST AIR PAGEANT Accommodation for 150,000 spectators and 15,000 cars. 2/- tickets at Aerodrome on day of Display ° CATERPILLAR AIR CHUTE! : A NEW ‘PARACHUTE FOR PRIVATE OWNERS AND ALL CIVILIAN AIRMEN. (1) Same high-class workmanship and efficiency as in Standard Irvin Air Chutes. (2) Slower rate of descent. (3) Aft silk parachute. ‘IRVING AIR CHUTE OF GT. BRITAIN, LTD., Telegrams : Irvin, Letchworth. LETCHWORTH, HER RTS. Telephone: Letchworth 370. KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS. + ee ee ee

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1133 The Aeroplane JUNE 11, 1930 THE NORWICH OBSERVATION CONTEST. In spite of the small field of nine starters the Cross- Country Observation Competition held on May 24 by the Norfolk and Norwich Aero Club was a decided success. What is more, it broke the ground and paved the way for imitations and developments of the same excellent idea behind the contest. H. A. Pank, of the Norfolk and Norwich Club, who won Lord Wakefield's Cup for the event with 80 points out of a possible 120, says that he has not made so interesting or profitable a flight since the War—which is easy to believe. Mr. C. C. White was second with 30 points and thus won the Club Tankard. Mr. G. F. Surtees was third with 25 points. The competition, as previously explained in THE AERO- PLANE, consisted partly of dropping message bags at six points indicated on the map supplied to each competitor. A zero hour, arrived at by calculating on a certain air speed, was fixed for each point, and deductions were made for deviation from the appointed moment for dropping the message. Ground signs had to be indicated on the map, with marks for pin-pointing them accurately. Mr. Pank was only once more than 2 minutes either way from zero time at any point. With characteristic sportsmanship the officials have sent to THE AEROPLANE &@ Memorandum for the information and guidance of any who wish to put on a similar competition. It includes useful tips and warnings of certain probable difficulties. To comply with the regulation against dropping things from aircraft (other than finely divided sand or water) special permission was got from the Secretary of State in advance. Proper message bags had been promised by the Aviation Section of the Automobile Association, but at the last moment the committee was advised that the loan of these bags for dropping anywhere but on authorised A.A. boxes was not contemplated in their agreement with the Air Ministry, and only the special permission so thought- fully obtained saved the situation,—a point worth noting. _Two marshals were stationed at each point to record the time each message was dropped, and pilots were warned that bags dropped in the water not only entailed loss of marks but also liability for the price of said bag: four shillings. At the supper-dance which followed the contest the cups were presented and duly filled for general consumption by the winners. THE READING MEETING. The Berks, Bucks and Oxon Aero Club, otherwise National Flying Services Ltd., held a successful flying meeting on Whit-Monday. The programme included two or three events for open competition besides demonstrations by N.F.S. vilots. _ The feature of the day was a race to Hanworth and back, in which six machines took part: Lady Bailey, flying her Moth (Gipsy) EE, in which she had just arrived from a visit to the Northampton Pageant; Mr. H. R. A. Edwards, in the Avro Baby (Cirrus I), Lt. Col. Louis Strange, in a Spartan (Hermes); Mr. J. S. Tanner, in the Glenny and Henderson Gadfly (A.B.C. Scorpion); Mr. H. J. V. Ashworth, in an Avian (Cirrus II), and Mr. E. J. Hordern, in a Blue- bird (Gipsy). Mr. Edwards won with the creditable average of 84 m.p.h. over the 45-mile course, with Col. Strange second and Lady Bailey third, both with an average of 90 m.p.h. A pilot who knew the course rather well said that the competitors must oe wandered rather, and did not make the best possible imes. Col. Strange won the Arrival Competition by landing at one second after 12.00 hours. Aerobatics were performed by Mr. M. Bainbridge, an “ A“ licence pilot of the Berks, Bucks and Oxon Club. Mr. Blake, of the Blackburn Aeroplane and Motor Company Ltd., demonstrated the Lincock (Armstrong Siddeley Lynx). This fine little machine caused a real sensation with its speed and lightning-like response to its controls. The formation flight was made up of Messrs. J. B. Wilson (manager and instructor to the Club), Cubitt (assistant instructor) and M. Bainbridge. Mr. Tranum came from Northampton in a Bluebird, piloted by Mr. Alliott, and did a parachute drop. Some delay was caused as he was leaving the machine by his catching part of the parachute harness on the door-handle Mr. Alliott circled while he freed it, and Mr. Tranum ar- rived in the middle of the field as usual. He then flew back to Northampton, where he had promised to drop in at Sywell, and did. At the end of the programme Sir Leslie Wilson, who was for many years M.P. for Reading, and subsequently Gov- ernor of Bombay, and who has recently consented to accept the presidency of the Berks, Bucks and Oxon Aero Club, presented the trophies. MISS AMY JOHNSON. On June 4 Miss Amy Johnson flew from Brisbane to Sydney in an Australian National Airways Fokker liner. Her Moth, in which her medical adviser had forbidden her to fly solo at present, was brought down for her by Capt. Brain. A flight of women opvilots had made arrangements to escort the liner, but at first they found, escorted and landed with the regular plane of the day and had to take off again to look for the special in which Miss Johnson was flying. On the way down to Sydney she took over the controls for a while, much to her interest as it was the first vlane that she had ever flown in that was larger than a two-seater. At Sydney a crowd estimated at 80,000 was present to greet the girl, who was driven round the aerodrome in a decorated Air Force lorry. Attorney-General Boyce, on behalf of the Government of New South Wales, welcomed her officially. While in Sydney Miss Johnson is the guest of Sir Philip Game, Governor of New South Wales. She has received gifts bewildering in their number and variety from ad- mirers all over the World, and they range from a New Testament to a new Puss Moth which the De Havilland Air- craft Ltd. has offered to her. AN EMBARRAS DE RICHESSE. As a recognition of Miss Johnson’s flight, the De Havil- land Aircraft Company Ltd, makers of her Gipsy Moth Jason, cabled offering her a new Puss Moth. In her cabled reply she says:— Many thanks for Puss Moth which is the machine I have most desired to possess. The possession of a super aeroplane will not make me forget the wonderful service given by my dear old Jason. The machine will be ready for her directly she returns. As The Daily Mail has bought Jason from her and presented it to her, and as The Daily Sketch has opened a subscrip- tion fund to buy her yet another machine, presumably Miss Johnson will be able to fly in formation with herself when she comes home. A SATISFYING DOSE. [Amy Johnson, Lone Girl Flier. By Charles Dixon. 151 pages; 16 illustrations. From THE AEROPLANE Book Dept., 3s. 9d. Post Free.) Of course it had to be done, and anybody who has not heard too much already and really wants to know more about the lone girl flier will find a whole heap more in this book. Of course much of it is nonsense and a great deal more of it is sheer padding. And there are lots of inaccuracies. For example, Mr. Bert Hinkler, who was made an honorary Squadron Leader, R.A.A.F., as a reward for his 16-day flight to Australia, was never a Captain of any kind though he is given that rank in the book. Mr. R. R. Bentley, who has flown the Cape and back route oftener than anybody else, has also never been a Captain of any- thing. Somehow or another every slip-shod journalist pro- motes every aviator to the rank of Captain as soon as he takes to flying for hire or reward—it saves so much trouble looking up antique Air Force lists to find what rank a man really held. And it can always be justified by saying that he is the captain of his ship, presumably just as the skipper of the mud barge on the Thames is called Captain by his friends in the local pub. There are even commercial pilots who insist on being called “ Major” though no Air Force List records their ever having held such rank. No wonder the best people refuse to use their retired rank. Also, “Colonel Lindbergh” did not accomplish what Mr. Dixon is pleased to call an “ epic dash” across the Atlantic, whatever an epic dash may be. He was made a Colonel after his return to America. Most of the book is composed of the story of the flight elaborated by what is generally called fine writing. In a minor way it is the same sort of thing as those histories which have become so vopular of late, in which the barest skeleton of history is elaborated into a narrative by sheer imagination of detail without distorting facts. Mr. Dixon delivers himself of one statement which is quite entertaining. He says “it is true to say that if journalists genuinely admire a hero or heroine, then he or she is the genuine thing.” But in these days when journalists write with the tongue in the cheek just as effectively as they do when they are writing sincerely, who is to tell whom the journalists genuinely admire? The - only certainty is that the journalist leaves alone anybody whom he cordially dislikes. Which is a blessing for some people. On the whole the book really is rather a clever effort in the way of animating a skeleton. The best stuff in it actually is the illustrations of places on the route taken by the Air Survey Company and by the Royal Australian Air Force. Also, in its way it is a good advertisement for those excellent products, the De Havilland Gipsy-Moth and the Irvin Parachute.—c. G. G.

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JUNE 11, 1930 | The Aero p lane | | eo SPARTANS are robust . . — ‘SPARTAN = 3-SEATER (Cirras-Hermes Engine.) HAT Spartan Aircraft are robust and sound in their construction is SP ART AN amply proved by the high aerobatic certificate of airworthiness — J 1,680 lbs. — Spartans are strengthened at every point where failure has Al R C R AFT been known to occur in other light aircraft. | 7 eg Therefore, Spartans are specially suitable for club work, for joy-riding iT D and for the private owner. The flying controls are well-balanced ... . ® the landing-run and take-off are short .... Spartans are easy to handle WESTON . in aerodromes of restricted area. : 9 hes chiriaae two-seater or baie three-seater + light biplanes are inexpensive : o purchase... . economical to operate. SOUTHAMPTON buy... . and fly ....a “SPARTAN”. ... . with confidence. Aeromarine. eS <D Bea rh eineier Fave AUTOMATIC SLOT CONTROL February, 1930. “The Safe Aircraft Competition has indicated also the practicability of the Handley Page slot in combination with rear flap, and constructors will sooner or later come to the employment of this device.” Profes:or Alexa: der Klemin, Daniel Guggenheim School of Aeronautics, New York University. HANDLEY PAGE, LTD., Telephone : a aa Cricklewood, a Telegrams : Hampstead 7500. ae LONDON. NW.20 ataratephe. unre London. vue ¢ ae ey ee ’ ? ee KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. a

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1140 The Aeroplane JUNE 11, 1930 THE LIGHTEST MEIAL PROPELLER THE low weight of the M.P. Hollow Steel Propeller . . . 2341bs. complete with hub . . . is an instance of the advantages obtainable by using alloy steel with modern constructional methods. Each blade is hollow, and built up of laminated sheets of steel. It is thus possible to use the highly-efficient biconvexs ctions, and at the same time deve'!op high strength for a low weight. In addition to this. there are other exclusive advantages obtainabl= only in this type of propeller. The pitch is adjustable, thus giving all the advantages of propellers designed for a specific purpose or special aircraft, with none of the usual disadvantages. Ihe blades are detachable, and one blade weighing 8 lbs. . . . suffices as a spare. The values of these exclusive features is rapidly disc- vered in service. The freedom of the propellers from warping, corrosion, splitting, or abrasion ; their high efficiency ; and their vibrationless running, is sufficient testimony to the advar tages of this design. METAL PROPELLERS LTD. PURLEY WAY — CROYDON Telephone ;: Thornton Heath 1230-1. Reg. Office: 53, Parliament St. S.W.1. Aeromarine FORMATION FLYING. %/ | Formation flying is assisted in precision by Marconi wireless equipment, | which simplifies every military aerial manceuvre. << ' The Marconi Company also specialises in the design and construction of appropriate wireless equipment for all types of military and naval aircraft and ground stations, operating on medium or short wavelengths. FOR EVERY TYPE OF AIRCRAFT yore ou, — M ARCO NI = 2 a BUY YOUR AEROPLANE THROUGH Nees: Service Everywiiere. FLYING INSTRUCTION FLYING CLUBS AIR TAXIS NATIONAL FLYING SERVICES, LIMITED Grand Buildings, Trafalgar Sq., London, W.C.2. Telephone : GERRARD 9316 (4 line Air Parks :—HANWORTH — LEEDS — HULL — READING — NOTTINGHAM. : Aeromarine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Jigitized by Google

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JUNE 11, 1930 AIR MAIL SERVICES. At the first technical session of the Imperial Press Con- ference, which opened on June 6 at Grosvenor House, the Postmaster-General, Mr. H. B. Lees-Smith, touched on the _matter of air mail during his address. In reply to a criticism that little increase in speed had been achieved in the last 20 years, the Postmaster-General said that the cost of such increase would have been quite out of economic proportion until certain developments in other. lines. had come about,. namely, in aviation. [This is Sheer nonsense. Speed could be increased by 50% and the time to India halved by proper organisation, energetic offi- cial backing, and: the use of existing aircraft.—c. c.G.] The only Imperial Air Mail was that between Croydon and Karachi, which had a very creditable year’s work behind it and was developing slightly in excess of advance calculations. A regular service to Central Africa would come into operation in the Autumn and it was hoped to extend it to the Cape before long, just as an additional service from Karachi to Australia was not far distant. A NEW IMPERIAL AIRWAYS VENTURE. On June 16 Imperial Airways is inaugurating an inland air service between Liverpool and London to connect with the company's Continental air services at Croydon. The service will operate three times weekly in each direc- tion. On Tuesdays, Thursdays and Saturdays a machine will leave Liverpool at 07.00 hrs., Manchester at 07.25 hrs., and Birmingham at 08.20 hrs. On Mondays, Wednesdays and Fridays a machine will leave Croydon at 17.50 hrs. and will reach Birmingham at 18.35 hrs., Manchester at 19.30 hrs. and Liverpool at 19.55 hrs. The type of machine to be used will be the sixteen-passenger Handley Page W.8. The fares will- be: Liverpool-Croydon, £3; Manchester- Croydon, £2 17s. 6d.; Birmingham-Croydon, £1 10s. The first-class train fares are £2 ls. 3d., £1 18s. 3d., and £1 3s. 2d. respectively. - NORTHERN ENGLAND AIR ROUTES. The establishment of an air service linking Liverpool, Manchester and Birmingham to London and the Continent by air is under consideration by committees from the three TRAOE P At REGISTERED The Aeroplane COMMERCIAL AERONAUTICS. 1141 cities, and a start is expected about the end of June. The service, which was proposed by Imperial Airways Ltd., will be confined to the Summer months at first.. The Liverpool committee is authorised to offer £1,000 towards expenses. At a conference on June 5 Sir Max Muspratt, who pre- Sided, said that there was no doubt about an early start. [And what about spending public subsidy-money on depriv- ing Northern Air Lines Ltd. of legitimate trade?—c. ca. G.] THE KING’S CUP AIR RACE. Cirrus Aero-Engines Limited announce that they will be very pleased to tune, free of charge, all engines of their manufacture entered in the King’s Cup Air Race provided that the aircraft can be brought to their Works at Croydon Aerodrome at least two weeks before the day of the race. The Cirrus Company will have mechanics and service men available at each of the control aerodromes, namely: Hanworth, Bristol, Manchester, Newcastle and Hull. Cirrus Aero-Engines Limited are anxious that all entrants in the King’s Cup Air Race requiring any assistance shall avail themeselves of the services of these mechanics. A SHOPPING TRIP. On Wednesday, May 28, Miss Winifred Spooner flew from London to Paris piloting one of the latest Hermes-Desoutter sports coupés, and taking with her as passenger Lady Currie, who wished to do some urgent shopping in Paris. They left Croydon at 85 a.m. and arrived in Paris at 10.20 a.m., having taken only two and a quarter hours on the journey. After spending five hours shopping in the French Capital, they left Paris at 5 pm., arriving at Croydon Aerodrome two and a half hours later. Miss Spooner and her passenger were enthusiastic in praise of the comfort of the Desoutter coupé and the smooth running of the Hermes. This was probably the first time two women have gone shopping to Paris by air without a mere male pilot or escort. And it seems to have been only the second (or third) time two women have flown across the Channel to- gether,—the first and second trips were made out and home by Lady Bailey and Mrs. Longton to Rotterdam and back. ee WY, lene rita | ees « deta ea ow er “ MPV GT: > eS Pleo \ Sy MARK Se = <* REGISTEREO

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1142 The Aeroplane JUNE 11, 1936 MANY INVENTIONS. The Whitsuntide Rush at Croydon was not only empha- sised by almost all Continental Services running full, but by intensive joy-ride campaigns being’ run by Surrey Flying Services and the Henderson Air Taxi Co. One of these firms has had sandwich-men in pale blue berets and white overalls roaming about with a legend on their white backs urging all and sundry to come and joy-ride. Posters have been got out by one of these firms urging people to joy-ride in a British machine (with a foreign engine), and the other is expected to burst forth into a bright and snappy bit of counter-advertising, because though it employs a foreign machine it uses a British engine. Anyhow, both firms have been carrying bumper loads over the holiday. Imperial Airways are doing a lot of specials at present, and their Cowes special Whitsun trip was heavily booked up. Other specials during the holidays by this firm were to Cardiff, Ostend, Oxford and Frinton. The latter was booked by a gentleman who, having had one look at the holiday road traffic, decided the only decent way to travel to Frinton was by air—and a very good judge, too, says we. All the Imperial Airways taxi fleet being on jobs, it was necessary to hire a Desoutter monoplane for the Oxford trip, but no pilot of Imperial, who was available, had the ‘bus on his licence. ‘“‘ Right,” said Imperial, and before the client had ceased humming and ha’ing on the ’phone an Imperial pilot had got the Desoutter on his licence and was ready to start,—which is business. There have been a great number of specials booked by famous jockeys recently, and a lot more “racing specials” are booked for the future. Most of the. jockeys insist on having Mr. Jimmy Youell, of Imperial Airways, to pilot them over their aerial fences. M. Laboucheére, one of the best known figures of Croydon in the old Grands Expresse days, visited the aerodrome re- cently in his own Potez monoplane. He is now a director of Potez Ltd. During the week Imperial Airways took the Secretary of State for Air, with several Members of Parliament, includ- ing a lady member, over London in an Argosy. It is under- stood they were able to look down the vast ventilator in the roof of the House of Commons through which the hot air mercifully escapes. There is always a nasty bump for an aircraft over this crater, especially when a lively debate is int progress. K.L.M. at Rotterdam recently ‘90k up a large number of members of the Netherlands House of Parliament also. Suffering, it is supposed, from a kick by a cantankerous kangaroo, the Brisbane correspondent of a well-known Lon- don daily wrote words in his agony which he will surely repent all his life. Describing a flight over his city by Miss Amy Johnson, he not only hailed her familiarly as ‘“‘ John- nie” but described her as looping, spinning and rolling with all the “abandon of a bird.” Surely! surely! such expressions are neither chivalrous nor manly when applied to the heroine of the hour. Pos- sibly when the parrot escapes and opens the patent fastener of the whiskey bottle and then suddenly remembers the worst of its seafaring days at the top of its voice, it may be permissible to refer to it as an abandoned old bird, but otherwise—tut, tut, my dear Sir—Really! In a recent leading article the Editor of THE AEROPLANE suddenly accused the pale-eyed, fair-haired Nordic Race of perpetuating all the most sensational flights of modern times. It is not a nice thing to be accused of, this racial habit of suddenly flying to some remote corner of the globe for no discernable reason, but, as a brown-eyed, dark-haired Cornu-Celt, descended probably from those excellent Irish demi-gods, the Formorians, who, as their name suggests, invented the pleasant habit of having four more (Same again please, Miss) as soon as the drinking horn, mazer or tankard was empty, one cannot but rejoice at this editorial exposure of the pink-eyed, white-haired ancestral enemy. The trouble with Nordics, of course, is that they will take themselves completely seriously despite the homeric, not to say gargantuan, laughter of the Celt. As for the nimble Dravidian, he is perpetually amused because Nordics in aero- planes passing through his territories insist on being photo- graphed in queer shorts and queerer pith hats surrounded by grinning aborigines and above all because the bovine Nordic thinks the grin is one of admiration and never suspects that it may be one of mockery. The Nordics are the sort of stock who would claim Chirg- win as a racial hero (despite the Dravidians) on the grounds that he was pure Nordic for a considerable area round one eye. But the Editor should not be too hard on them. After all, Rabelais, Edward Lear and Lewis Carrol used them for fabulously funny stories, and if, however uncon- sciously the Nordics make others mirthful, they have their uses in the world.—sPpRY. HERMES DOINGS. The following extract from a letter from Gilbert-Lodge and Co. Ltd. (dated April 23, 1930), to Cirrus Aero-Engines Ltd., is of interest:— ‘‘Following on our letter of the 9th instant, No. 90, we are now able to give you a little further information in connection with the arrival] of Piper and Kaye in Sydney, and also regarding their engine when it was taken down for overhaul. In the first place, we beg to enclose you herewith an origina) letter which we have received from General Aircraft Co. Ltd, containing their report on the overhaul of this engine. We can fully bear out what they say In regard to the excellent condition in which this en- gine came down. After the reports which had appeared in the press from to time, out- lining the progress of Piper and Kaye, and indicating that their forced landings were due to engine trouble, it was very pleasing to be able to invite people interested in Aviation at this end to inspect the engine after it was taken down. You will also see from the General Aircraft Co.'s report that. in their opinion, the trouble which Piper and Kaye experienced was in the main due to overheating of the engine, through its being fitted with an unsuitable Cowling. Before their departure for New Zealand, both Piper and Ksye were good enough to say that they were very enthusiastic about the Hermes engine, and that they had nothing but praise for it.’’ Extract from letter to Gilbert-Lodge and Co.. Sydney, General Aircraft Co. Ltd., Sydney, dated Apr. 23. 1930:— I have to report that we overhauled the Cirrus Hermes engine ‘No. 295) fitted to Desoutter Monoplane after its flight from England. The engine was completely dismantled, cleaned and examined. The engine was in excellent condition throughout and the trouble experienced by the fliers was caused in our opinion by the cowling which was unsuitable for tropical conditions. Mr. Stack has now returned from Rome on his Hermes- Moth, and the times taken between the various stopping places are as follows :—Roma-Marseilles 44 hours; Mar- seilles-Paris 5 hours; Paris-Brussels 23 hours; Brussels-- London (Croydon) 2 hours—Total 132 hours. The only work done on the engine throughout this flight was the cleaning of the plugs once. No other adjustment whatever was found necessary. During his stay in Rome, Mr. Stack gave several exhibitions of aerobatics. NEW AVIAN PRICES. Henlys (1928) Ltd., of Glasgow Terrace, Grosvenor Road, S.W.1, and Heston Aerodrome, who are the sole agents for the Avro Avian in this country, announce that the prices of the Avian have been reduced. The latest prices are as follows: Avro Avian Mk. IV with wooden fuselage and Cirrus II engine: £575. Avian Mk. IV with wooden fuselage and Cirrus III engine: £595. Avian Mk. IVM with metal fuselage and Cirrus-Hermes engine: £795. Special Sports Model Avian with metal fuselage and Cirrus-Hermes engine, £825. The Sports Model has a redesigned fuselage, a special light type cross-axle undercarriage, streamlined tank, and is simi- lar in most respects to the Avian which Mr. Stack flew in last year’s King’s Cup Race. A FAST TAXI RIDE. On May 30 Mr. G. P. Olley, of Imperial Airways, flew to Madrid from Croydon, 1,200 miles, in one day with a pas- senger. He used a D.H.50 (Armstrong Siddeley Puma en- gine). The passenger transacted his business during the week-end and a return journey on June 2 took 10 hours, with one stop for refuelling. The fastest land service to Madrid is about 36 hours. INSURING THE PILOT’S LICENCE. Under the above title a short notice appeared in THE AEROPLANE last week concerning a policy under which the British Aviation Insurance Group underwrite the risk of a pilot’s losing his licence and means of livelihood. Through an error it was made to appear as if total coverage was limited to £50, which is, of course, incorrect. The £50 limit applies to the costs of litigation in which the pilot may be involved concerning his licence. from the ‘LITE PLYWOOD ISEDIBY {THE LEADING AIRCRAFT MANUFACTURERS TELEPHON e: : | tnonecagt Sea = t Hin ATHROUCHOUT THE WORLD. ADAMORALVTOIREO FO GPELIOTLATION 35.V.3 THE AERONAUTICAL & PANEL PLYWOOD C® I" 216/276, KINGSLAND R® LONDON.E2.= v KINLAND a VICEN : LONDON” FE 1 VON

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« The C719 Machine, ' with device for starting the rotor blades. The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall. It can ascend and descend in a small area. o=eco a] For further particulars apply to: THE CIERVA AUTOGIRO COMPANY Ltd. BUSH HOUSE, LONDON, W.C.2. Telephone; Temple Bar 2561. JuN® 11, 1930 The Aecroplane "1143 ANGLO - PERSIAN OIL CO. LTD British Petroleum Co, Ltd. Britannic House. Moorgate. E.C.2 . Distributing Organization cre) KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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i th mm IMPORTANT NEW BOOKS. Post Free THE BROAD SKYWAY. 2/8 Michael Steuart. HOW TO BECOME AN AIR PILOT. 3/9 R. L. Preston. AVIATION FROM THE GROUND UP. 15/9 G. B. Manley. FLYING GYPSIES. 11/- Violette de Sibour. FLYING FURY (Five years in the R.F.C.) 9/- J. B. McCudden, V.C. AIR POWER AND THE CITIES. 15/6 J. M. Spaight. ORDER IT NOW FIGHT AND FLIGHT The Personal Remiaiscences of Airc Commodore C. R. SAMSON, C.M.G., D.S.O., A.F.C., R.A.F. (Retired). £1 1 9 From the Aeroplane Book Department, CANNON HOUSE, PILGRIM STREET, E.C.4. SUFFOLK AEROPLANE CLUB. OPENING OF IPSWICH MUNICIPAL AERODROME BY _ HLR.H. THE PRINCE OF WALES, 26th JUNE, 1930. Will all private owners kindly take this notice as a cordial invitation from the members of the Suffolk Aero Club requesting the pleasure of their company at the opening ceremony at 11.30 a.m., and the following Air Display, at The Aerodrome, Nacton Road, Ipswich? NOTICES TO INTENDING VISITING PILOTS. (I) - Aircraft MUST nct land on or fly within a radius of 2 miles of the aerodrome between the times of 11.15 and 11.45 a.m. (I!) — All pilots immediately on landing will report to the Secretary's tent. ({1I) —Enatries for competitions will be taken on the aerodrome. ({V)—Intending visitors kindly notify the Secretary, The Aerodrome, Hadleigh, Suffolk, stating Typ>s and registration number of machine before 20th June. The Aeroplane JUNE 11, 1930 PERSONAL NOTICES. DEATHS. DRAKE.—On June 6, at Cranwell, Lincolnshire, as the result of a flying accident, Henry Leonard Drake, Flight Lieutenant, R.A.F. Fit. Lt. Drake entered the R.A.F. in July, 1925, with a short service commission for seven years on the active list with the rank of Flying Officer. He vas a retired officer of the Indian Army. After a course of flying training at No. 4 Flying Training School, Abu Sueir, Egypt, he was posted to the Aircraft Depot, Karachi. In April, 1927, he was posted to the Aircraft Park, Lahore, and in October. 1928, he was posted to No. 5 (Army Co-operation) Squadron. at Quetta. He was restored to the Home Establishment in February. 1930, and after a short course at the Central Flying School, he was posted to the R.A.F. College, Cranwell, for duty as an Instructor. FRANCIS.—At Malta, on June 5, as the result of a flying accident, Reginald Frederick Francis, Flying Officer, R.A F. Mr. Francis entered the R.A.F. with a short service commis- sion in July, 1924, and, after a course of flying training at No. 2 F.T.S., Digby, he was posted to the School of Naval Co-operation. Lee-on-Solent. He was promoted to Flying Officer in February, 1928. and was posted to No. 202 (Flying Boat) Squadron. Malta, in 1927. HARRIS.—At Malta, on June 5, as the result of a flying accident, Charles Drewery Harris, Leading Aircraftman, R.A.F. VILLIERS.—On June 7, killed in a flying accident, George Ernest Villiers, younger son of the late Ernest Villiers and the Hon. Mrs. Villiers, of Homington House, Salisbury, aged 18. MARRIAGES. BARNETT—BOMER.—On May 31, at Fulmer, Fit. Lt. Percy John Barnett, M.C., R.A.F., younger son of Mrs. Barnett, of Heathcote. Gerrards Cross, to Marjorie Anna, younger daughter of Mr. and Mrs. Edward Bomer, of Marsham Manor, Gerrards Cross BOTT—BLUMENFELD.—The marriage took place, quietly, at Pet- worth, on May 24, between Mr. Alan J. Bott, of 24. D’Oyley Street. S.W., only son of the late Thomas Dugmore Bott, and of Mrs. N. C. Bott, of Pembroke Gardens, Kensington, and Josephine, daughter of Mr. and Mrs. R. D. Blumenfeld, of 176, Ashley Gardens, S.W. [Mr. Bott is perhaps better known as ‘‘ Contact.’’—Epb.] BURT—RENDER.—On June 5, at Middlesborough, Yorkshire, Percy Harry Burt, R.A.F., *o Ivy Render, both of Harborne, Birmingham. LEES—THOMPSON.—On June 2, at North Weald, Sq. Ldr. Alan Lees, R.A.F., elder son of Mr. and Mrs. Maurice Lees, Park Bridge. Ashton-under-Lyne, to Norah Elizabeth. second daughter of the late John Thompson and Mrs. Thompson, St. Oswald's, West Hartlepool. SAYER—SMYTH.—On June 7, 1930, at Holy Innocents Church. Lamarsh, Philip Edward Gerald Sayer, son of Wing Cdr. FE. J. Sayer, R.A.F. (retired), to May Violet Ellen, daughter of the Rev. J. W. Wallace Smyth, Lamarsh Rectory, Bures. FORTHCOMING MARRIAGE. CHARTERIS—GROSVENOR.—A marriage has been arranged between the Hon. Evan Charteris, K.C., and Lady Edward Grosvenor, widow of Lord Edward Grosvenor and daughter of the Earl and Countess of Kenmare.

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JUNE 11, 1930 The Aeroplane 3 1145 GRAHAM AVIATION WIRELESS GRAHAM AVIATION WIRELESS EQUIPMENTS are designed by widely experienced British air and radio engineers to cover all requirements. GRAHAM AIR PORT INSTALLATIONS, for snoliaty’ in operation and ease of maintenance, are typified by the equipment at London’s most modern flying school. GRAHAM AIRCRAFT SETS for size, weight and performance, are pre-eminent. The Type G.A.6 light aeroplane receiver as approved by the Air Mintstry, has a telephony range in normal fisght of 100 miles from Heston on a@ Moth fitted with fixed aerials (which fold with the wings), and a still greater range from stations such as Croydon. The Type G.A.6, which uses the ordinary voice pipe system and needs no special - helmets or intercommunication devices, weighs only 21 lbs., including ltattertes, aerials and all accessories. ALFRED GRAHAM & COMPANY, LIMITED, Air Department, St. Andrew’s Works, Slough, Bucks. Telephone: Slough 672. London Office: 25, Savile Row, W.1. Aerodrome: Heston (Hayes 410). a a eg eas . THE BRITISH AIR. SERVICE TO ALL PARTS OF THE CONTINENT GREECE, EGYPT, IRAQ, PERSIA, | INDIA & THE EAST All particulars can be obtained from any Travel Agency or from IMPERIAL AIRWAYS a Waki TTT c Zs y BIE We. ash : Telephone: Regent 7861/5. AIRWAYS HOUSE, CHARLES STREET. Telegrams: “Impairlim, London.” LONDON, %.Wel Cri. 2 nan Te z ad = = Ea = = = ir "1 = Once Again # 2 an epoch-making flight > =| tue SWIFT : = has been accomplished = = = = = = SINGLE =< = = inamachine fitted with = 2) SEATER = = parts supplied by 2 5 = = —-Sir Alan Cobham, Mr. Bert Hinkler, = : = = Fit.-Lt. S. N, Webster, and— 2 2 = = now = = | = = Miss Amy Johnson Zz 2} ice rurchas AQQO : = Both the machine and engine of the ‘plane used = = arene = = by this wonderful flying girl incorporated = = = = fittings supplied by = = wiz __| COMPER AIRCRAFT CoE” | = = = HOOTON PARK 29 G30 = =BrownBrothers | eC = | = 2tu. = = GREAT EASTERN STREET, LONDON, E.C.2. = = = Sa = NH KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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A145 The Aeroplane JUNE 11, 1930 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Bpecial PREPAID Rate—18 words 4/6, 3d. per word after; 18 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word after. Situations Wanted en words 1/-. Box No. - & Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2., "Phone: Regent 5316. 'Grams: Ayjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS C.4.—D,T.D. 109) HAS SUCCEEDED WHERE OTHERS—INCLUDING CASTOR OIL AND iTS BLENDS— HAVE FAILED Use one grade throughout the year, for all climates, latitudes and altitudes. ISSUED UNDER A.I.D. RELEASE NOTES. Silvertown Lubricants Limited Minoco Wharf West Silvertown E.16 Grams. Volumetric Silver London ‘Phone: Albert Dock !074 AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerolilms Limited, Aecriai Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avesce, Hendon, N.W3. ‘Phone: Colindale 6183 and 6184. Nationa: «iying Services Ltd. (See page 1141.) Goby NFS. ls. a mile; 's. 6d. two natsergers. 4s. six—eigt passengers. ’*Phone: AARC. . tUOR SALE. Blackburn “ Bluebird” siae-by-side seating, all-metal con- struction. Price £795. Sole world’s distributars, Att)- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. D. W. Aircraft Co., Brooklands Acrodrome; have for set several S.E.5as, reasonable figure, nw condition with C. of A. Telephone, Byfleet 331. Henlys (1928) Ltd., Devonshire House, Piccadilly, W.1. Tele- phone, Grosvenor 2271. Sole Concessiot.naires for the Avro Avian, for England. Authorised Moth Azents. Your car taken in part exchange, if desired. Deferrei terms. Trade inquiries invited for Avian. For sale, Martinsyde F.4, with absolutely new 300 hop. Hispano-Suiza engine. in flying condition, for £209. Apply Box No. 5845, THE AEROPLANE, Cannon House, Pilgrim Streeu. E.C.4. National Flying Services Ltd. (See page 1141.) deliveries of all types, new or second-hand. service. New D.H. Mark III Moth. Delivery June, Box No. 5833, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Phillips and Powis Aircraft (Reading) Ltd.—Authorisec Moth Agents. Early delivery of Puss Moths. Unique hire- purchase terms offered. Exchange specialists—Reading Aerodrome. Sonning 114. Supermarine Amphibian 6-seater, Napier Lion, H.P. Slots. Current C. of A. Numerous spares. Part exchange or terms. Air Transit, 11, Haymarket, S.W.1. REPAIRS. Brooklands for Overhauls and Repairs. Quick Unr'ivalicd Engines—Thomson and Taylor (Brooklands) Ltd. ‘Phone Byfleet 436-7. Aircraft—The Brooklands School of Flying Ltd. *Phone Byfleet 436-7. PR ee x See we : * \ - aS Y : < < he ; en | FS ae Fearne rrs Exclusively devoted to the interests of Civil Aviation. The British Aviation Insurance Group Ltd. is one of the foundations on which British civil aviation has been developed. It remains to-day the only organisation in the Empire adequately staffed and fully trained to cater for manufacturer, operator, or private owner. Ihe Group offers to its clients unequalled service throughout the world. Registered Office; 78, 79, 80, Cornhill, London, E.C.3. Underwriting Office: Lloyd’s New Building, E.C.3. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 11, 2339 AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 34 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, 3 in., 6d. yd.; Pressure Gauges, 25 to 100 Ibs., 6s. 6d.; Coley Thermometers, 25s.; K.L.G. Plugs, F.7, 1s. 9d.; F.9, 11d. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. AIRCRAFT WANTED... Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Wanted Urgently.—“ X”-type Mark II Cirrus-Moth, Slots preferred. Good price for good machine. Phillips and Powis Aircraft (Reading) Ltd. Reading Aerodrome. Sonning 114. AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W. 1. (Vic- toria 5903.. Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, London (Holborn 8131), and Bulawayo, Southern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America; Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Companies for aerial photography in the British Isles, Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). . PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautica] Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2642. The owners of British Patents No. 272844 entitled ‘“‘ Improve- ments in Parachutes” and No. 272164 entitled ‘“‘ Device for Facilitating the Spreading of Parachutes” are willing to enter into working arrangements for exploitation of the same in Great Britain. Particulars obtainable from Technical Records Limited, 59-60, Lincoln’s Inn Fields, London, W.C.2. PRACTICAL FLYING. THE BROOKLANDS SCHOOL OF FLYING LTD. Concentrated Serious instruction by those whose teaching enabled Chichester to fly alone to Australia four months after his first solo. Telephone: Byfleet 436 and 437. Station —West Weybridge. A FLYING HOLIDAY! Why not learn to fiy during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—21s. for 28 days’ membership—low rates for instruction—per’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ‘buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only i? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WORLD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 1s. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 1141.) Join N.FS. Learn to fly. Fly when you wish. Write for booklet. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘‘B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying offer un:que facilities for learning to fly cheaply and quickly. The popularity of the School is confirmed by the increasing number of pupils turned out monthly. Write for full particulars of the most go-ahead organisation for flying instruction. Rates £2 10s. an hour. Trial lesson 15s. No entrance fee. No subscrip- tions. Five Moths. Experienced Instructors. Perfect aero- drome. Accommodation near aerodrome. Reading Aero- drome. Sonning 114. The Aeroplane 1147 AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service required in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Steet, London. E.C.4. (Tele.: Central 2423.) This service is free to clients. Leading aeronautical firms use this specialised organisation. which has been built up by aviation experts. Write or *phone. AIRCRAFT CAMERAS. ‘“ Eagle” Aircraft Cameras and Equipment for survey photo- graphy and Naval and Military requirements. Specialists in Air Photographic Apparatus. Hand-Held Cameras— Pistol Cameras for air snapshots. Full particulars from Manufacturers and Patentees. Williamson Manufacturing Co. Ltd., Litchfield Gardens, Willesden Green, London, N.W.10. ’Phone—Willesden 0073-4. Contractors. to Air Ministry, Admiralty, War Office, Colonial and Foreign Governments. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome. Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. ENGINES FOR SALE. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adapter plates. These are post-war engines with release notes and log books. Gipsy Engine for sale, Cirrus II taken in part exchange, exceptional value offered. Henderson Aviation Bureau, Croydon Aerodrome, Fairfield 6074. Lorraine aero-engines, 100-700 h.p., extensively used; famous for reliability. J. Bilefeld, 37, Albemarle Street, “Sondon, W.1. Rolls-Royce Eagle [X, manufactured 1924. 150 hours’ run- ning only, excellent condition. Numerous Spares. Offers? Air Transit, 11, Haymarket, S.W.1. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). -All tuition is by correspondence. Write to-day for our ‘“ Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. SITUATIONS WANTED. Ground Engineer seeks situation with prospects. 10 years’ experience. C. and D. Licence. Box No. 4842, THE AERO- PLANE, Cannon House, Pilgrim Street, E.C.4. Serjt.-Pilot, R.A.F., due for discharge September, consider- able experience, keen pilot, wishes job flying, anywhere. Box No. 5844. THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. ** MONARCH ” Aircraft Components for RELIABILITY. We tnvite your enquiries for any type of Aeronautical fittings. whether electrical, mechanical, sheet-metal or machined. We are also Sphectalists in Armament Equtp- ment — Bombs, Carriers, Release Gear, Iustructional Apparatus, etc. Alr Approved Inspection. MONARCH ENGINEERING CO., LTD., Empire Works, Croydon Rd., PENGE, LONDON, S.E.20. Tel. Syd. 1177. Ministry Taper Pins. Stainless Bolts & Nuts. Tab Washers. Split Pins, etc. Fork Joints. FREMO AIRCRAFT ACCESSORIES . TO A.I.D. REQUIREMENTS, Manufacturers: Fremo Works, FREDK. MOUNTFORD Moseley Street. (BHAM) LTD, BIRMINGHA.M., KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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7 1148 The Aeroplane JUNE 11, 1936 ee : FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ’Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London, W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland "Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.: or Tinted (¥7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. 8. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- Spiinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 13s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ’phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 6280 WAINWRIGHT?’ s ‘Phone, Museum 6280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 10/6. Flying pullovers, suede finish (Golf jacket style with knitted collar, cuffs, etc.), fitted “Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road, London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. Sidcot Flying Suit as new. Fireproof. 5 ft. 8 in. £3 10s. Box No. 5848, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined. 17/6 and 27/6, perfect fit assured. D.H. phones, al) metal, fabric covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-; ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE. POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money rafunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, 7. “(Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. All-metal type 10/6. SITUATIONS VACANT. Air Ministry, Aeronautical Inspection Vacancies exist for Aeronautical Examiners. Directorate.— Candidates should possess good general and technical education, thorough engineering training with experience in testing metallic and non-metallic materials used in aircraft con- struction, thorough knowledge of construction of aircraft components, assembly of complete aircraft. and testing in- Stallation of aero engines. Preference Ex-Service Men. Salary. £175—£10—250 per annum, plus Civil Service bonus (aggregate at present £265—£361). Apply—Secretary (1.A.2), Air Ministry, Kingsway, W.C.2. An Aircraft Operating Co. has vacancies for apprentices wishing to qualify for Ground Engineer's ticket. Box No. 0847, ‘THE AEROPLANE, Cannon House, Pilerim Street. E.C4. Wanted immediately, Aircraft Production Inspector to take charge. Must be fully qualified and hold A. and B. Licences. Apply, stating full particulars and qualifications, to oF 0846, THE AEROPLANE, Cannon House, Pilgrim Street, Draughtsman required for unit design and details. Apply, Stating age, salary and date when free, to Westland Aircraft Works, Yeovil, Somerset. Experienced B Licence Pilot required. Joy Riding and In- struction. Permanent job. Apply full particulars. Box No. 5827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Permanent “B” licence Pilot wanted. Week-ends only. Avro. Apply—Henderson Aviation Bureau, Croydon Aero- drome. Fairfield 6074. Required, Ground Engineer. A. and C. Licences. Le Rhones and Avros. Apply Box No. 5830, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Tee MISCELLANEOUS. Aviation Publicity—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Postcards in colours. Two new series. (1) Civil. (2) Service. 1s. per set of six. Postage 2d. Air- craft and General Fine Art Co., East Grinstead. Sussex. Avro 504K Spares. New main Planes; Cowlings: Under- carriages; Skids; Tanks, etc. Send for senarate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ‘Phone 0365. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street. Little- over, Derby. @ 9 - ( As Fitted to the Imperial Air Liners, Fairey Aviation Long Distance: Monoplane Machin s used by Sir Alan J. Cobham, K.B.F., A.F.C. Also the Plane used by Mr. Hinkler to Australia. And as fitted to the ‘* Golden Arrow’”’ and “‘ Miss England.’’ Petro-Flex is a lixht, flexible Tubing which is impervious to the action of Petrol, Benzol, or Oil, and is entirely unaffected by excessive vibration. It gives the most reliable connection berween 1: atk and Carburettor for Motcr Cars, Cycles, Lorries, Aircraft, etc. Prices on request. HOBDELL, WAY & CO., LTD. 20, ST. CLARE STREET, MINORIES, LONDON, E.1. 'Phone: Royal 8022 (4 lines). Telegrams : '‘Hobnails, Ald, London.” The Unbreakable fro! Tubing Unequalled Value Brilliant Performance and Absolute Dependability ..s-make WACO the most popular commercial aireraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 11, 1930 _ is a eg Hi : Pe ee *- he re : a Kes 4 . oe . pes i he The Aeroplane wo “4 ayy. STANDARD SIZES. Tyre Hub Track ‘Tyre Wheel LU = Track Tyre Wheel Hub is Size Length Bore Line Size No, Length] Bore Line Size No. Length| Bore m/m =| tm/m m/m mim | m/m m/m mim | m/m m/m 375 x55 111.12 |25.4 | Central] 700x100 | 112 | 150. 09 | Central} 1000x150 | 210 | 185. | 60.32] Central } +3 130. 38.09 Central 1 176 1,8 44.45 ae 1000 x 180 14S | 220. S0. Central 300 x 60 111.12 | 25.4 | Central ' 179 | 178. | 55. ! , 149 185. 55. Central z x -| 650x125 | 119 | 178. | 53 132/46 o 155 . |66.67| Centra epansy eet ee eee . 147/178. |55. | Central 7 166 | 185. |55. | 125/60 sh loo ee ee ee iss | 120. | 34.92] Central E Central 575 x 60 160. |28. | Central 336 | 178. | 44.45| 182,46 | °O0%200 | 107 | 1Re- | 22: 595/60 150. | 38.09] 104/46 i " 08 120 34,92 | Central 750 X 125 7/ 178. | 44.45 132/46 > 128 | 220. 66.67 | Central aoe 150. 38.09 Central ds 92 | 185. | 55. 135/50 ” 137 | 25u. SO. Central | i | ie 95 | 185. |55. | Central . 157 | 185. |80. | Central 600 x 75 he ane folie! + 99 | 178. | 38.89] 132/46 < 202 | 185. | 60.32] Central rs 150. : - 112 | 150. | 38.09] Central ‘ " 120. | 34.92 | Cential 7 176-| 198 :|| 4445) Central | ce gen len | oot a 159. 38.03 | Central 179 | 178. | 55 132/46 ce , : e 2 975 x 225 | 192 | 185. | 6032] Central AOORIS 178. | 44.45 | 132/46 1 go9x 150 | 161+] 185. | 55. | 135/53 194/185. |55. | 125/60 on 178. | 44.45 | Central 162*} 185. 155. | Central OY ose a ee . 178. | 38.09] 132/46 " 163+| 185. |66.67| 135/30 | 1100x250 | 364 | 220. | 60.32] Central ss 178. |31.75| 132/46 " 160+! 185. | 55. 133/30 | 1250x250 | 314 | 250. | 80. | Central <3 178, 55. Central - 177 185. 55. 135/50 ” 154 | 304.8 | 101.6 | Central 600 x 100 120. 34.92! Central - 183 | 185. | 55. Central} 1500x300 | 305 | 304.8| 152 4] Central — 150. 38.09 | 104/46 ‘3 211*| 185. | 60.32] 135/50 - 306 | 304.8 | 101.6 | Central " 120. 34.92| Central} s999x150 | 167 | 185. | 35 125,60 | 1525x325 | 197 | 304.8] 101.6) Central 700 x 100 178. | 44.45] 132/46 si 174 | 250. |80. | Central} 1750300 | 139 | 400. | 152.4) Central . 185. | 55. | 135/50 i 182 | 185. |55. | Central " 191 | 350. | 150.3) Central i. 185. |{55. | Central i 187 | 220. |66.67| Central] 1750x350 | 193 | 400. | 125. | Central a 178. |38.89] 132/46 i 201 | 185. | 60.32] 125/60 ] 2000x450 | 363 | 500. | 152.4] Central iii *Wheels Nos. 161, 162, 163 and 211 are of stronger type than the other wheels for 800X150 tyres. + Wheel No. 169 ts fitted with Ball Bearings. Grease gun equipment ts now a standard fitting on all wheels. (A/NL) THE PALMER TYRE LIMITED, Contractors to the Admiralty, the War Office, and the Air Ministry, 100-106, CANNON STREET, LONDON, E.C.4. Telegrams :— : Telephone :— Tyricord, Cannon, London,” Mansion House 6530 (9 lines).

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tv The Aetnnlace JUNE 11, 1930 a? “The Jupiter has now for several years been the most popular engine in the world.” “ The Aeroplane,’ May 28th, 1930. The ‘ Bristol”? Jupiter Radial Air-cooled Engine is designed and manufactured by THE BRISTOL AEROPLANE CO. LTD., FILTON, BRISTOL. Telegrams ;—Aviation, Bristol. ‘Telephone :—38906 Bristol. Printed for AERONAUTICS LTD., by BONNER & Co. Ltp.. The Chancery Lane Press, Rolls Passage, London, E.C.4; and Puhlished by AERONAUTICS LtTD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE, ” 175, PICCADILLY, LONDON, ‘Wr- ACCOUNTS AND PUBLISHING OFFICES, CANNON HOUSE, PILGRIM STREET, LUDGATE CIRCUS, E.C.4. Telephones: Editorial, Gerrard 5407; Advertising. Gerrard 6023: Publishing, Central 56822.

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= BLACKBURN’ LINCOCK” sti

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ii The Aeroplane FAIREY AIRCRAFT THE FAIREY AVIATION COMPANY LIMITED. HEAD OFFICE AND WORKS « HAYES « MIDDLESEX. JUNE 18, 1930

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JUNE 18, 1930. NE: OPLANE VOL. XXXVIII No. 25. Incorporating Aeronautical Engineering Telegraphic Address: Advertisement Offices: ‘“* Aileron, Abroad, 3 months, 8s. 9d.; 6 The Editorial Offices of ‘‘ The ectonere ** are at 175, Piccadilly, London. W.1. ondon.”’ 175, Piccadilly, London, W.1. - Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- 1 mautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. Subscription Rates, post free: Home 3 months, 7s. 6d.; months, 1%s. 6d.; U.S.A., 1 Year, $8.50. Entered as second class matter at the New York (N.Y.) Post Office. Telephone: Gerrard 5407. Telephone: Gerrard 6023. SAT) 6 months, 15s.; 12 months, 30s. 12 months, 35s. Canada, 1 Year. $8. SE LEST TY ON LONDON’S AIR PORT. According to the daily papers recently the old subject of the organisation of a proper Air Port for London is being revived. From the papers we gather that a deputa- tion from the Air Ministry, consisting of Mr. Frederick Montague, our estimable Under-Secretary of State for Air, Air Vice-Marshal Sir. Sefton Brancker, Director of Civil Aviation and Major Rupert Mealing, whose particular occu- pation is the consideration of aerodromes in this country, were received by that august body the Park and Open Spaces Committee of the London County Council presum- ably by way of creating an open space in which to discuss this great problem. In any other country but this the idea of the Chiefs of a Government Ministry turning themselves into a deputation to wait upon a Local Council would be considered comic. In a well-ordered state of society the Local Council would be hauled before the Chief Bureaucrats of the Crown or the Dictator or the President or the Soviet and would be allowed graciously to show cause why the Ministry Should not act in any manner which they thought proper. Or, more probably, a Minister of the Crown, or etc., or per- chance, a favourite of the Dictator, would merely do what he liked best and would rap sharply over the knuckles any Local Council which dared to protest. In England, we do things differently. We are merely a limited monarchy with a hard-working aristocracy, and certain very competent and equally hard-working senior Government officials, who do their best for the people in the face of tyrannical City Councils and Urban District Councils and County Councils. Consequently, when our Air Ministry wants to do anything to improve the condi- tions of Civil Aviation, its chiefs have to go hat in hand to the London County Council and ask civilly whether that august body will be so good as to consider the possibilities of having an aerodrome somewhere within reasonable reach of the middle of London at some future date. In actual fact the London County Council is a very well- informed and intelligent body, and probably its level of intelligence is higher than that of the average elected committee in any line of business. Therefore, we may | assume that these preliminary conversations between the Chiefs of Civil Aviation and the London County Council progress on amicable and intelligent lines. WHAT THE NEWSPAPERS SAY. From the daily papers one gathers that these conversa- tions have included the discussion of the possibility of aerodromes in the following areas:—Hyde Park, Regent’s Park, Battersea Park, Wormwood Scrubbs, and Hackney Marshes. We are told that the deputation pointed out to the London County Council the inconvenience of Croydon be- cause of its distance and inaccessibility, which adds forty minutes to the air journey to the Continent. We are also told that Sir Sefton Brancker said that they had considered Hyde Park and Regent’s Park, and that the first had been turned down as impossible some time ago, but that the urgency of the subject had since caused it to be revised. The Daily Telegraph adds on its own account,—‘ Hyde Park, as a matter of fact,, would be eminently suitable in many respects, especially for private residents who had taken up civil aviation for themselves.” The prospect of Hyde Park being used as an aerodrome by private individuals who would probably have only just qualified for their ‘‘ A” licences, is too devastating to contem- plate otherwise than as a calamity. Apart from that, any attempt to use Hyde Park as a public aerodrome would inevitably cause rioting, if not a positive revolution. Hyde Park is the one place which must always remain sacred to the pedestrian Londoner. The periphery of Hyde Park, has of late, been contaminated by admitting taxi- cabs to it. But until then, it was the one place where the Londoner could walk or sit in peace and contemplate either a purely rural landscape, or watch the progress of the vehicles of the respectable classes, or attend Bolshevik or Anarchistic or Atheistic meetings, as best pleased him. “ THREATEN THE THREATENER, AND OUTFACE THE BROW OF BRAGGING HORROR.”—(SHAKESPEARE—King John ) re | THE INTERCEPTER F —— IGHTER.—The latest De Havilland product, with Napier “H’” engine, described else- : where in this issue.—(“ Aeroplane” photograph.)

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1150 The Aeroplane JUNE 18, 1930 To turn part of Hyde Park into an aerodrome would be robbing the Londoner of the best patch of open country within reasonable reach—despite the London General Omnibuses which carry silver rabbits on their radiators. Whatever our good friend Sir Sefton Brancker may say or think to the contrary, Hyde Park must definitely be barred as an aerodrome. For much the same reason, Regent’s Park should also be barred. The only point in favour of Regent’s Park is the remote possibility that some unusually reckless aviator might possibly land in the Zoo and be devoured by wild animals. Battersea Park is equally out of the question. Apart from the fact that it is much too narrow from North to South to provide a really good landing-ground or getting- off place in the prevailing South-West winds, it is essen- tially the play-ground of that particular area, where a play-ground is more than usually necessary. One remem- bers the great Mr. Augustine Birrell, when he was Chief Secretary for Ireland, introducing his Home Rule Bill with the statement that he had pondered the clauses of this Bill in Battersea Park, “an area populated chiefly by small children consumed with a desire to know the time.” Surely we could not for a moment consider depriving these time- loving children of their pet pastime. CLAIMS TO CONSIDERATION, Hackney Marshes have a certain claim to consideration in that they are not far removed from Lee Marshes on which Mr. A. V. Roe, now Sir Alliott, made his first experi- mental hops. But in fact the road from Central London to Hackney Marshes is so congested and so tortuous that the vans of the various air transport companies would take much longer to reach Hackney Marshes than they do to reach the aerodrome at Croydon. Furthermore, Hackney Marshes being to the North and East of London, are liable to fogs when Croydon to the South-West is free. And at all times all the areas to the North-East of London are under smoke-clouds when the South-West has clear skies. That was one of the reasons against the old Handley Page aerodrome at Cricklewood, which otherwise had many claims to consideration as London’s chief aerodrome. There remains then Wormwood Scrubbs. This is an area which is far more entitled to consideration than any of the others. In the first place, it is conveniently situated,—with Wormwood Scrubbs jail on the one side of it and Kensal Green cemetery on the other. Few places could be better suited for the manceuvres of aviators. Apart from that, Wormwood Scrubbs is comparatively easy to reach by road, and a little branch railway from Wood Lane would make it still more easy to reach by tube. The obvious drawback to it is that it is directly on the West side of London, so that all air-line machines from the Continent would have to fly practically over Croydon to reach Wormwood Scrubbs. By the time they had reached the Scrubbs’~ and their passengers and goods had got back into London, the _ probabi- lity is that as much time would be taken up as if they had Janded at Croydon when they were passing over it. THE CLAIMS OF CROYDON. Considering the matter perfectly seriously, Croydon is quite good enough as the main London aerodrome until such time as we have aircraft of types very different from any which exist to-day or are likely to exist for the next four or five years. Before powers could be got from Parliament and ground could be properly laid out and buildings erected in Hyde Park or Regent’s Park or any of those places we ought to have produced passenger-carrying aeroplanes which will be capable of alighting in a very much smaller space than anything which is being considered as an aerodrome to-day. So why disturb the resorts of the people when they will not be wanted after they have been disturbed? Croydon itself is quite a reasonably good aerodrome, but the worst objection to it is that at certain times of the year it is subject to fogs. Certainly one takes a little time to get to Croydon but unless one has extremely bad Juck in the traffic, Croydon can always be reached from say, St. James’s Square or the vicinity of Piccadilly Circus in twenty-five or thirty minutes. A certain amount of time could quite well be saved in getting the passengers away aiter they arrive at Croydon. Admittedly the time taken over formalities is muck less than is the time taken in getting through the Customs and so forth on the ordinary rail and boat journey. But then we must remember that in these we are dealing with the Marine Mind, which has no conception of time or space, and that the air mind ought above all others to be careful about saving time. If machines were always out on the concrete with their engines running ten or fifteen minutes after the telephone message has been sent through from London saying that the ‘bus had left with the passengers and baggage, then they ought to be off the ground within five minutes of the arrival of the ’bus at Croydon. Probably five or ten minutes could be saved at each end of the journey this way. In the course of this conference between the Air Ministry and the London County Council the statement was made that the journey to Croydon causes a loss of forty minutes in the total journey from London to Paris or elsewhere. The very best possible landing ground anywhere nearer the centre of London would take fifteen or twenty minutes to reach from, let us say, Haymarket or Charles Street or St. James’s Square, and so the net saving could not possibly be more than something between fifteen and twenty minutes on each journey. The mention of forty minutes lost in going to Croydon suggests that forty minutes would be saved elsewhere,—which it could not. A TEMPORARY MEASURE. ~ The fact is that the forty minutes cannot be saved in any case, and the question is whether, for the sake of saving ten or fifteen or even twenty minutes, we could justify the vast expense of building a big aerodrome nearer the middle of London? Personally one firmly believes we could not. ‘a a SAVED TO MAKE A ROMAN HOLIDAY.—Sixteen gallant fellows of the Regia Aeronautica descending from two Caproni bombers at the great Air Display at Rome on June 12, for the benefit of the Orphans of Airmen. The parachutes used were Salvators, of the same make)jas that; which Saved) Major de Bernardi.

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The Aeroplane The finest aero engine in the World D. NAPIER & SON LTD. ACTON, LONDON, W.3 LURES ISAS LES UR IS % IOs OS To ToS Tex NMS BS, LBS BSGLGEBM SEX SOKO UY, NGS Nor eH KINDLY MENTION “ THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. Tove 18, 1920 1151 66 The FIRST and PRIME a for aircraft engines EET ay ANA s dependability. Next nahin Un Fire 02 $9 SSeS NUNN ES? i lade i this comes minimum °°? $< GS 2 ‘ ” y ie weight per horse-power. ae eW"20 AVIATION : 17% May, 1930 gio SAS? oa ie ee oN CARS D4 HE NAPIER IS AN AERO ENGINE OF re & PROVED RELIABILITY. On commercial ee GAS air lines, for Naval, Military or Royal Air CAN De Force purposes, it has proved itself the most ae 49 - ; aN ie dependable engine in the World. RON KOO In all countries, under arctic or tropical conditions, it Cy US gives the same high degree of reliabality. Remember LG ge its unique achievements— ehio ova | , , — Ate ip Five times have four Napier-engined machines, flying in So © formation, flown from Cairo to Cape Town and back. cA RS ?. CP). Pe Four Napier-engined flying boats, flving in formation, Pe MYo travelled from England to Australia—180,o00 engine Bs CAS miles —-without mechanical trouble. AS) a? SP). pe Napier engines in use by Imperial Airways have covered Me & 3? million miles. ag » z¢ y The only non-stop flight from England to India was carried oy yi 3 out with a Napier-engined aeroplane. ae: 5 ve G82 ge “ay CAN ONY The Napier engine has a remarkably low weight-to-power ratio. ONE @ It develops $70 h.p. at 2585 r.p.m. and weighs only 12ib. per h.p. or Y AP? AP. i x s Mo KC | OF, _ Wo re OA OZ

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1152 The Aeroplane JUNE 18, 1930 One's personal opinion is that we should carry on with Croydon until we are ready for a really big step forward. By making proper arrangements with the Southern Rail- way, which after all is not a bad railway when you treat it properly, the Air Ministry ought to be able to arrange to run an electric train from Victoria to Waddon in certainly not more than ten minutes. At comparatively small ex- pense a branch line could be taken from Waddon either under or over the main road and up that part of the Brighton Road known as Purley Way, right into the aero- drome itself. Then passengers would in the first place go to Victoria Station. Imperial Airways, Air Union, K.L.M. and the others would have their offices down alongside Victoria Station and that would become the actual air terminus in London. All the trouble and expense of running special *buses and so forth could be abolished, and the whole thing could be worked by electric trains, considerably accelerated, direct from Victoria Station to the aerodrome. This would cause very much less trouble and very much less expense than trying to dig up Hyde Park or Worm- wood Scrubbs or Battersea Park. And instead of causing ill-feeling on the part of the people whose playground would be thus destroyed, everybody would be pleased all round. THE ULTIMATE AIM. In the course of two or three years if we really set to work about it, but anyhow in the course of the next eight or ten years, allowing for our national inertia, we ought to have aeroplanes which will sit down on any reasonably flat roof. And we ought to be able to catapult them off instead of making them take a long run as they do at present. Perhaps one is a trifle optimistic in the time mentioned. When we consider that all the benefits of the Handley-Page slot, and the methods by which it could be used to the greatest advantage, were discussed at considerable length in THE AEROPLANE in the year 1920, and when we consider that to-day the Handley-Page slot is only used as a kind of modified sky-hook on the upper planes of certain makes of aeroplane, instead of being used fully as it might very well have been five years ago, we may perhaps more reasonably consider that we shall have to wait another ten or perhaps fifteen years before we produce the type of aeroplane which ought to be used for commercial air transport. But when we do produce it the location of the Central London Aerodrome is perfectly obvious. It has already been pointed out by Sir Sefton Brancker. One forgets the precise occasion, but Sir Sefton was Jook- ing a little forward when he said that the proper place for the Central Air Port of London was on top of the area between Victoria Station and the River. He suggested that this area should be completely roofed over and made into an aerodrome. If we had in this country business men with the kind of enterprise which the business men of some other coun- tries possess this would all have been done several years ago, purely as a business speculation. The only wonder is that the same people who had the enterprise to buy up Devonshire House and build the existing huge masses of concrete there, and who had the enterprise to buy up Grosvenor House and build those rather elegant buildings alongside Hyde Park, had not just the extra little bit of vision to buy up the area between Victoria and the river. At present a good deal of it is perilously near being slum area, but what used to be the rather disreputable district of Pimlico is showing signs of becoming mildly fashionable. With a little persuasion the river frontage between Vaux- hall Bridge and Chelsea Bridge might be made almost as fashionable as the bit the other side of Chelsea Bridge. Now if somebody were to buy up all those houses along that river frontage, starting a matter of a couple of hun- dred yards to the West of Vauxhall Bridge, and were to put up there some very tall buildings, somewhat after the style of the Grosvenor House buildings, and were to put over the whole lot a flat roof, a matter of four hundred yards square, or even less, there you would have your aerodrome ready made, and you would have an extra- ordinary valuable property below it. The buildings underneath the aerodrome would naturally have to be artificially lighted, except those on the outside. But the problem of ventilation would present no difficulty, because the aerodrome would be none the worse for having ventilation grids let into it at frequent intervals. Every- thing else would be a perfectly straightforward series of engineering problems. Such a position has every possible advantage. In the first place the prevailing wind is from the South or the South-West. After being catapulted off this platform machines would clear the edge of the building, and if anything should happen to go wrong just as they were leav- ing they would be able to glide down into the river ata place where it is fairly wide. Aeroplanes coming up to this aerodrome from Croydon, where probably the bulk of the machines would be stored, at any rate at first, would have a fairly clear run over Mitcham Common, Tooting Common, Wandsworth Common and Clapham Common, and then Battersea Park, all within gliding distance in case of forced landing on the way. There is probably no other area in Central London which can be approached by a series of open spaces in the same way. Machines coming from Holland, or even from France jor that matter, might save time by coming across country to somewhere about Woolwich and then hopping across the intervening mile or two of houses to the River and following the River up to the London aerodrome. Probably the distance by that route would work out almost the same as the present distance to Croydon. And thus quite a considerable amount of time and trouble would be saved. THE NEED FOR TIME. Just at the present moment the scheme is probably not absolutely workable, because even with an aerodrome 400 yards square, there would be a certain amount of danger of machines dropping onto houses to the South and West and to the East and North, if they had engine failure when getting off towards or coming in from those directions. But as soon as catapults become a general and recognised method of launching, as they must do sooner or later, then the roof aerodrome becomes such an obvious proposition that the continuance of the old-fashioned grass aerodrome at Croydon as a passenger terminal will be merely ludicrous. All aeroplanes in that time hence will necessarily have brakes, so that they will be able to pull up on a good concrete surface in a matter of 25 or 30 yards after touch- ing. Also they will be properly fitted with slots, so that though they will have to cruise at something between 120 and 150 miles an hour, if they are to compete in the regular air traffic of the World, they will nevertheless be able to alight at certainly not more than 30 miles an hour and pull up within a few yards. Such aeroplanes are not an effort of the imagination, they are obviously within sight. They could be built within the next six months, if anybody would put up the money to build them. CATAPULTS. Therefore, there remains merely the question of the cataput. Practically all Service aeroplanes built to the order of the Air Ministry for the Fleet Air Arm have to be built to stand catapulting, though most of our Fleet ma- chines fly off the flat decks of our aircraft carriers. And incidentally they are all fitted with brakes so that they can pull up short on the flying-deck of a carrier. In this little matter our Fleet Air Arm is ahead of international] Civil Aviation, but, and here strangely enough the Marine Mind is ahead of the Commercial Mind, the French mail steamer Jsle de France, and the North Ger- man Lloyd liner Bremen, have already shown us that Civil Air Transport will have to be catapulted. Therefore, given the catapult, given the slow Jandings, and given the brakes to pull up sharply, there is really no need for this roof aerodrome to be more than at most 250 yards square. Purely to provide for a factor of safety the landing surface would have to be provided with rails all the way round, which could be raised and lowered at wil]. When the machine was coming in to land the rail- ings on the leeward side would be lowered and those on the windward side would be raised, so that if by any bad chance the brakes of the machine failed to act, she would do no more than creep gently into the railing, which naturally would be so constructed, with wire cables instead of the ordinary fence rails, that they could not break under any possible shock put upon them by the attack of an aeroplane. Look at the matter as a simple engineering proposition and as a simple commercial proposition and, though it may seem to be highly technical, it is at the same time one of the simplest things in the whole World. Any big group of capitalists who really wanted to make money out of real estate and out of flying at the same time,—as in a different way Mr. Norman and Mr. Muntz have so successfully in- vested in real estate at Heston, in the certitude that they cannot lose money on it as real estate and may make 4 fortune out of it as a centre of aviation,—anybody ought to buy up as much as possible of that land by the River be- tween Vauxhall Bridge and Chelsea Bridge and proceed to put up a building with an aerodrome on the roof. The whole thing is about the most obvious money-making proposition in London at the present moment. The chief difficulty naturally would be with the ground landlord. And probably that is what will stop some _ enterprising individual or firm from taking on the job within the next year or two. Probably what will happen in the end will be that the local ground landlords will hang out for usurious profits and ultimately will be compelled by Act of Parliament to sell for considerably less than they could get at the present moment. But sooner or later an aerodrome of that sort is bound to come, and we should be foolish to mess up Hyde Park for temporary use while waiting for it to be built.—c. G./G:

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JuNE 18, 1930 Cit CIRRUS The .Aeroplane possible’.... 1153 105/115 hp. Cirrus Hermes Engine. light aeroplane of to-day “‘ The Times” Eng. Suppt. The Cirrus was the pioneer 4-cylinder in-line air-cooled, low-power engine, ’ and was first produced in the original 60 h.p. Cirrus engine in 1925. an alternative, in nearly every light aeroplane q “This engine is installed as standard, or as in the world.”’ “AIR,” May, 1930. 49 aircraft manufacturers, in various parts of the world, fit Cirrus and Cirrus-Hermes engines in 63 distinct types of light aircraft, seaplanes, flying boats and multi-engined machines, Pee “ Practically every great flight in the history of q light .aeroplanes has been performed with an engine of Cirrus make.” “FLIGHT,” March, 1930. ENGLAND TO AUSTRALIA in 15% days 12000, miles—Pioneer flight and fastest time. ENGLAND TO INDIA 5,500 miles—Pioneer flights by 2 machines. SWEDEN TO SOUTH AFRICA 9,000 miles flight with passenger. ENGLAND TO AUSTRALIA 12,000 miles flight with passenger. ENGLAND TO SOUTH AFRICA 8,000 miles in 13 days—fastest time. AROUND THE AUSTRALIAN CONTI NENT 8,000 miles flight. AERO-ENGINES LIMITED REGENT HOU SE, 89 KINGSWAY, LONDON fTeleprone—Holborn 4076. Cables—“ Ocirruso, Londom” AROUND THE AFRICAN CONTINENT 18,000 miles flight by lady pilot. ENGLAND TO CHINA 14,000 miles—Pioneer flight with passenger. ENGLAND=—S. AFRICA—ENGLAND » 25,000 miles—Pioneer flight. ENGLAND TO AUSTRALIA 12,000 miles. Cabin machine with passenger. ENGLAND TO SOUTH AFRICA 8,000 miles flight by lady pilot. ENGLAND—GOLD COAST 5,000 miles flight. Aeromarine KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1154 AN AIR MINISTRY APPOINTMENT. The Secretary of State for Air has appointed Mr. C. LI. Bullock, C.B., C.B.E., to be Secretary of the Air Ministry in succession to Sir Walter Nicholson when the latter vacates the appointment in the autumn. — Mr. Bulloek has for the last seven years been Principal Private Secretary to successive Secretaries of State for Air. NO AERODROME IN HYDE PARK. In the House of Commons on June 4, in reply to a ques- tion by Mr. Sanders, the First Commissioner of Works said that the question of permitting part of Hyde Park to be used as an airport had not been brought to the notice of his Department. He had no intention of giving counten- ance to any such project. LATE ENTRIES FOR THE KINS’S CUP RACE. The following late entries have been received for the King’s Cup Race :— 97. G-AAFH—George G. Parnall—H. A. Presto—Parnall Elf—(Cirrus Hermes). [Who is Hey Presto?—Eb.] 98. G-AAVD—W. R. Westhead—W. R. Westhead— Southern Martlet— (Genet IT). 99. G-AAGI—Miss F. M. Wood—Miss F. M. Wood—D.H. Moth—(Gipsy I). a : 100. G-EBXG—M. D. L. Scott—M. D. L. Scott—D.H. Moth —(Cirrus II). 101. G-AASG—O. F. Maclaren—G. A Pennington—D.H. Moth—(Gipsy I). WITHOUT COMMENT. The Wellington (New Zealand) correspondent of Tie Daily Telegraph, in a message dated June 16, says :— I understand that three American concerns are investi- gating the possibilities of commercial aviation in New Zealand. Each firm js ready to assist financially and tech- nically, and to provide machines on attractive terms. This latest attempt to Americanise the Dominion is meet- ing with considerable resentment, and I understand that strong influences are at work in an attempt to induce British, aircraft companies to come here. Several local companies are anxious to commence opera- tions, but the Government at present refuses to grant subsidies. Should British firms show any interest in repelling the new American invasion, it is possible that the Dominion Government might assist. Capital to the extent of £60.000 can be underwritten here. At least five three-engined twelve-passenger machines would be required to operate be- tween Auckland, Wellington, Christchurch and Dunedin. Unless Britain takes a hand the New Zealand skies are likely to be as full of American aeroplanes as her roads are full of American cars. [This is published without comment. But ome would remind readers.of the allegory of the sailor’s parrot.—c. G. G.] A SPECIAL SUPPLEMENT. Next week’s issue of THE AEROPLANE dated June 28 will contain a Special Supplement devoted to the products of Sir W. G. Armstrong Whitworth Aircraft Limited and Arm- strong Siddeley Motors Limited. The method of producing the Armstrong-Whitworth all-steel aircraft will be illustrated and described in detail, as will the method of heat-treating Steel as invented by the firm. Also the range of Armstrong- Siddeley engines will be dealt with extensively, and illustra- tions will be published of the workshops of the two great factories operated by these firms. The group of firms which come under the control of Arm- strong-Siddeley Proprietary Ltd. is, one imagines, the biggest financial undertaking devoted entirely to aircraft in the British Empire, and therefore this Supplement will be of particular interest. All those who are interested in the more serious side of aeronautical engineering’ should make a point of ordering this issue from their newsagents so as to make sure of delivery. The number produced is neces- Sarily limited because THE AEROPLANE does not accept un- limited returns of unsold copies from the newspaper trade as do some papers which claim large circulations. THE R.A.F. DISPLAY AND THE KING’S CUP RACE. Readers of THE AEROPLANE are reminded that the issue Gated July 2 will contain a full report of the R.A.F. Display at Hendon together with some preliminary notes on the King’s Cup Race which will take place on the following Saturday. The issue dated July 9 will contain a full account of the King’s Cup Race, which this year has not only secured a record number of entries but includes a number of new types of aircraft whose performances will be watched with intense interest and will have considerable influence on the progress of aviation all over the World. There is bound to be a big demand for these issues from foreign countries and consequently those who want to make The Aeroplane JUNE 18, 1920 Ss % WS : ROYAL INTEREST.—His Majesty the King of Italy and His Excellency Benito Mussolini at the Display by the Regia Aeronautica on June 12. (By courtesy of the Italian Embassy.) sure of securing copies in this country should order them forthwith from their newsagents. Advertisers also are reminded that these two issues are regarded by the Military, Naval, Air Force and Civil Avia- tion Authorities of all foreign countries as being of particu- lar importance because they show the development of the Royal Air Force and the lines on which our civil aircraft are developing. Therefore they are read with great care and are afterwards filed for reference, and consequently have even higher advertising value than have the regular weekly issues of THE AEPOPLANE. A SPANISH OVER-SEA SERVICE. On June 11 a new alr service was inaugurated between Madrid and the Canary Islands. A three-engined Junkers set off from Getafe for Casablanca, where an intermediate stop is planned. IMPORTANT DATES. June 19.—N.F.S. Meeting at Nottingham. June 21.—Annual Air Rallye at Haldon Aerodrome. June 21.—Competition for the Gywnn Maddocks Cup at Heston. June 26.—Ipswich Air Pageant (Suffolk and Eastern Counties Aere- plane Club). Official opening of Ipswich Municipal Aerodrome. June 27.—Annual Dinner, R.A.F. Dinner Club. June 28.—Royal Air Force Display at Hendon. June 30.—Flying-boat and Seaplane Assembly at Brighton. July 5.—King’s Cup Air Race (Royal Aero Ciub—Hanworth). July 9—12.—R.A.F. Athletic Championships at Uxbridge. July 13.—N.F.S. Meeting at Leeds. July 19.—Hanworth Garden Party. July 20—Aug. 7.—International Touring Competition, starting from Berlin. July 26.—Norwich Flying Meeting (Norfolk and Norwich Aero Cub) (with R.A.F. support). Sept. 1—6.—International Congress on Air Navigation et The Hague. Sept. 6.—Official opening of Mr. Lindsay Everard’s private serodrome at Ratcliffe, Leicester. Sept. 6—28—International Aero Exhibition at Stockholm. Sept. 20.—Liverpool Air Pageant (Liverpool and District Aero Club and Lancashire Aero Club) (with R.A.F. support). Sept. 27.—Air Pageant at Hanworth. Nov. 28—Dec. 14.—International Aero Exhibition at Paris.

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The JUNE 18, 1930 Aeroplane 1155 HENRY SEGRAVE. On June 13, Major Sir Henry O'Neal de Hane Segrave was killed on Windermere by the capsizing of the motor- boat Miss England II in which he had just beaten the World’s Speed Record for water-borne craft. The evidence seems to show that the boat hit a water-logged branch of a tree, had part of the step ripped off, and then overturned. That the winner of so many dangerous motor-car races, and the holder of so many records, who had been dangerously wounded and crashed in aeroplanes during the War 1914-18 Should die in what is generally considered to be a safe sport is a curious stroke of fate. He himself knew it to be dangerous, but most people do not think it so. Our only consolation is that, if he had to be killed in trying to break a speed record, he was not killed when fiying or motoring. Motor-boating affects so few people, comparatively, that his death cannot be used as an advertise- ment for themselves by the opponents of. those greater methods of transport which are so constantly attacked by people who have no foresight or imagination. By the death of Sir Henry Segrave British Aviation has suffered the worst blow that it has had for many years. As everybody who is at all intimately concerned with avia- tion knows, his services as Technical Adviser had been ac- quired recently by a very powerful financial grouv who are interesting themselves in the Aircraft Industry. The first- fruit of his advice has just apveared in the Segrave Meteor which, without departing in any way from thoroughly well- known aerodynamic and mechanical practice, is to all in- tents and purposes a new tyne of aeroplane of precisely the kind which in larger or smaller sizes is definitely wanted. Henry Segrave came to the Aircraft Industry with a mind which had never got into a groove in aeronautical ideas. He knew all that needs to be known about flying, and his lengthy experiments in streamlining speed-cars had taught him a great deal more than most aircraft designers know about reducing head-resistance. His natural ability en- abled him to foresee the commercial prospects of aircraft of different kinds, and with such a combination of qualifica- tions there is no telling what might have been the outcome of his association with the great financial powers by which he was employed. By his death the progress which might have been made. in this way must be hindered, and we can only hope that those who so justifiably placed their trust in his judgment may be so fortunate as to discover another adviser of some- thing like the same ability. . Henry Segrave was born in Baltimore, U.S.A., on Dec. 22, 1896, and was of Irish descent. When War broke out he was at Eton and thence entered Sandhurst. He was gazetted to the First Battalion the Royal Warwickshire Regiment. in December, 1914, and served with that regiment in France. He learned to fly in a Maurice Farman biplane at the Central Flying School, Upavon, towards the end of 1915. His Royal Aero Club Certificate No. 2090 is dated Nov. 19, 1915. In 1916 he married Miss Doris Stocker, who was one of the most charming and most competent voung actresses of the time. By her marriage the English Stage lost one of its most promising members. He was seconded to the Royal Flying Corps in January, 1916. and served in England with No. 19 and No. 32 Squada- rons before being posted overseas to No. 29 Squadron in April, 1916. He was avpointed. Flight Commander in May, 1916. and vosted to H.Q.. British Exveditionary Force. Before the end of 1916 he had been three times wounded and in his last crash one of his legs was so badly damaged that it left him with a permanent injury. As a result he was posted in January. 1917. to the War Office with the temporary rank of Captain and in May, 1918. he was ap- pointed to the Department of the Chief of the Air Staff, Air Ministry, where he was Technical Secretary to Lord Rothermere, who was then Air Minister. In 1918 he was attached to the British Aviation Mission, Washington, which went to America to help the develop- ment of Military Aviation in the United States. In this he was very successful. partly because of his American birth and partly by virtue of his own personality. After the Armistice he left the Roval Air Force and turned his attention to motor racing. In this activity his career is too well-known to need any mention in this vapver, beyond recording the facts that he won the French Grand Prix in 1923 and a number of other important races on the Con- tinent in 1924, 1925, and 1926. He also won the 200-mile Race at Brooklands in 1921. 1925 and 1926 and was a member of the winning team in 1922 and 1924. In 1926 at Daytona Beach. Florida. he nut the World’s Speed Record for Motor-cars uy to 203.988 m.p.h. and on Mar. 11, 1929. he raised the record still further to 231.362 m.p.h. For these feats. and in recognition of the service thus done to British prestige. he was rewarded with a knighthood and received the accolade from the King at Bognor,—the first ceremony of this kind performed by His Majesty after his grave illness. Henry Segrave was altogether an unusual personality. He combined a high degree of personal charm with an in- flexibility of purpose and a power of organisation which brought success to all his undertakings. Like all successful men he had his detractors, but the worst they ever found to say against him was that he could put up a good bluff and that he was a show-man. None ever dared to attack his personal courage or his honesty of purpose. And those who called his bluff found always that he held a stronger hand than his bluff ever suggested, and those who thought that he was making a show with insufficient backing found that he was probably making a show of some minor thing to dis- tract attention from something more important which he held in reserve. The pity is that those who scoffed at the idea of Henry Segrave setting up as a technical adviser on air affairs will never be taught the lesson which would have come to them if he had been allowed to live and to fulfil the plans which he had conceived. Perhaps he was taken from us to pre- vent us from progressing more quickly than would have been good for us. His determination was undefeatable. When he wanted anything he got it,—by diplomacy, by argument, or by sheer strength of character. One well remembers an instance not long after the Armistice. When the members of the British Aviation Mission wanted to get home, and shipping was scarce, and women were not allowed to travel on the Atlantic lines, and the import of motor-cars was forbidden, and dogs from foreign countries were not admitted to this country under any conditions, young Henry Segrave, then 22 years of age, arrived smiling from the States with his wife, a large American automobile, and a pure-bred Britisk bull- dog. How he did it one never learned. And when he was asked he just laughed, in that way he had when he was treating anything difficult as rather a good joke, and said it was quite easy when you knew how. He treated all his serious problems that way. The story of the building of the Meteor and all the difficulties he met in the process, as he told it, was one of the funniest things that ever happened. And the designs, as he sketched them out on the table-cloth at lunch one day a few months ago, were just comic pictures done for fun. Yet the whole thing had meant weeks of arguing and demonstrating, and the overcoming of opposition from people with conventional ideas, and the spurring on of people who had the good old English habit of letting things take their course. Perhaps one of Henry Segrave’s greatest qualities was that in spite of all his great successes and his immense (and well deserved) popularity his manner towards his early friends never altered. He had supremely that quality of good breeding, the ability to “stand corn,’—his head was never turned by success. In him England has lost a potentially great man. To his father and his wife all concerned with Aviation will offer the deepest sympathy. ‘Those of us who knew him well have lost a friend whose place can never be filled.— Cc. G. G. The finest possible tribute to Henry Segrave appeared in The Times of June 14. It reads thus :— He was a very brave man; but he was not a rash or a reckless man: he never took unnecessary risks. But his being was concentrated on attaining speed. Such a man guards against danger only in so far as it would hamper him in his purpose. If he thinks about death at all, swift death in a moment of triumph is probably the end that he would desire. It has yet to be shown that humanity is any the better for the speed in movement which the experiments and the achievements of a SEGRAVE put within its reach. But, if speed is nothing, the spirit that urged SEGRAVE to speed is a great and noble thing. It is the svirit of adventure, of courage, of honourable emulation, which, however use- less its objects may be, is in itself a higher thing than that which would suffer human life to drag listlessly on in grooves of habit, and of indifference. By his courage, his determination, his vitality, his devotion to an end, Str HENRY SEGRAVE set an example to all. A man of genius in his own field, he must be counted among those who have deserved well of their kind, and his name will be remembered in honour. MESSAGES FROM THE ROYAL FAMILY. The following message has been sent to Lady Segrave by Lord Stamfordham on behalf of the King and Queen:— It is with much regret that the King and Queen have learned of the tragic death of Sir Henry Segrave. I am commanded to con- vey to you the expression of their Majesties’ heartfelt sympathy in your irreparable loss. The King recalls with pleasure the occasion at Bognor Regis when he conferred a knighthood on Sir Henry, and his Majesty mourns the death of one whose intrepid adventures on land and water were the admiration of all the worid.

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1156 The following telegram has been sent to Lady Segrave by the Prince of Wales:— Please accept my deepest sympathy in your and the country's great loss.--EDWARD. P. FP.OM THE ROYAL AERONAUTICAL SOCIETY. Colonel the Master of Sempill. President of the Royal Aeronautical Society, sent the following telegram to Lady Segrave on June 13: — In very reai sorrow I am sending you, on behalf of all the members of the Royal Aeronautical Society, these few words attempting to convey our deepest sympathy on the irreparable loss you have suffered by the death of your gallant and widely talented husband. He had only recently. much to the satisfaction of his many friends and associates, returned to aviation, in which he had filled such a distin- guished part during the War, and he had only just been elected a member of the Society. His loss will be very keenly felt. AN EPITAPH FOR AIR OR SEA HEROES. This, from The Times of June 15, seems peculiarly fit- ting :— Sir.—May I suzzest, air or sea de l'Aigle? Hetretix qui pour la Gloire ou pour la Liberté, Dans lorgueil de la force et l'ivresse du réve, Meurt ainsi. d'une mort eblouissante et bréve! 13. Belgrave Road. S.W.1. G. E. TROUTBECK. VICTOR HALLIWELL. At the Inquest on Mr. Victor Halliwell, who died with Sir Henry Segrave in trying to beat the World’s Record for speed on the water, Mr. Handley, solicitor, of Windermere, addressing the Coroner on behalf of Rolls-Royce Ltd., Sir Henry Royce, and Mr. Cooper, asked leave to state the cir- cumstances in which Mr. Halliwell came to be in the boat and met his death. Mr. Halliwell was a graduate of Bristol University and chief experimental aero engine tester of Rolls-Rolls Ltd. Derby. That firm would like it to be made clear that Mr. Halliwell’'s duty was finished when the boat was launched and the engines were found to be turning over properly. Later, he undertook, at Sir Henry Segrave’s request, to assist with the installation of them. When Sir Henry Segrave decided that the time had come to make a test of the boat under official condtions he said he would like a Rolls-Royce man in the boat and suggested Mr. Halliwell as the best man for the job. Mr. Halliwell must have realised the grave risk he was taking and the grave responsibility he incurred as a man with a wife and child, and he must also have realised that if the record was broken, as it was broken, it would be broken by Sir Henry Segrave and not by Halliwell and Will- cocks, and therefore that he had nothing to gain except the consciousness of a job of work very well done. But he was assured by Sir Henry Segrave’s associates that from the point of view of the men who worked for him one of the most striking characteristics of Sir Henry Segrave was his intense anxiety that the fullest possible credit should be given to the men who by their skill and devotion to his service and by sharing his risks had made his own exploits possible. If Sir Henry Segrave had survived he would have been the very first to have insisted that the honour gained by him should be shared by Halliwell and Willcocks in a very Slightly varying degree and only second to Sir Henry’s own. Mere words could be no consolation at all, but Rolls- Royce Ltd.. Sir Henry Royce, and Mr. Cooper, his clients, did hope that these facts might be some solace to Mr. Halli- well’s widow and family, When they realised that the manner of his death did typify the spirit of all that was best in British sport. They very deeply regretted the loss of a very brave man, and' offered their profound sympathy. ELMER SPERRY. Mr. Elmer Ambrose Sperry, the inventor of the gyro- compass. gyroscope aeroplane and ship stabilisers, and numerous devices for the uses of Navies, died in New York on June 16 at the age of 69. Mr. Sperry was born at Cortland, New York, in 1860, and Studied at Cornell University. At the age of 20 he founded the Sperry Electric Co. of Chicago, and made arc-lamps, which: were very successful. Later he made electric mining machinery and other apparatus. After that he founded the Sperry Electric Railway Com- pany, of Cleveland, which was bought by the General Elec- tric Company of New York in 1894. He invented the chlo- rine detinning process and the electrolytic process, which produced white lead from impure by-product lead. In 1915 he made a new high-intensity arc searchlight, which gave a brilliancy over five times as great aS any earlier type. This has since been the standard equipment of the armies and navies of most nations. The gyro-compass, from which his name is best known, was first installed in the battleship Delaware in 1911. He was appointed to the Consulting Board of the U.S. Navy in 1915, and became chairman of the committees on aero- nautics, mines, and torpedoes, and aids to navigators. aS an epitaph’ for any gallant adventurer by tue closing lines of Hérédia’s splendid sonnet, La Mort The Aeroplane JUNE 18, 1930 In 1918 he invented a wireless control for aeroplanes which he claimed made possible the direction of an aerial torpedo against a target up to 35 miles. . The awards to Mr. Sperry included the Grand Prix of the Aero Club de France in 1914, the Franklin Medal (Phila- delphia, 1914), the grand prize for gyro-compasses and gyro- scopes at the San Francisco Exposition in 1915, and the John Fritz gold medal, the highest award in the United States engineering profession, in 1926. He was decorated by the late Tsar for his inventions in navigation equipment, and by the Emperor of Japan. He was a founder of the American Institute of Electrical Engineers, and of the American Electrochemical Society. From 1910 onwards he was president of the Sperry Gyro- scopic Co. of Brooklyn. which manufactured his inventions, for which he held over 400 patents in the United States and Europe. : His son, Lawrence Sperry, who was a singularly brilliant young man, and did much good work for aviation, was drowned near Hythe, while trying to swim ashore from an aeroplane in which he had come down a mile or so from land while flying to France. F. R. SMITH. With deep regret this paper has to announce the death, on Sunday. June 15, of Mr. F. R. Smith, Chief Engineer of Armstrong Siddeley Motors Ltd. Mr. Smith had been with the firm for over fifteen years and his loss will be re- gretted by very many friends in the Motor and Aircraft Trades THE INTERNATIONAL AIR CONGRESS. The annual congress of the Fédération Aéronautique Inter- nationale opened in Paris on June 10. M. Laurent Eynac, French Minister for Air, was in the chair. ; The meeting happened to begin on the 25th anniversary of the foundation of the Federation by the Comte de la Vaulx who was recently killed in a flying accident in the United States. Many delegates paid tributes to his services. Air Vice-Marshal Sir Sefton Brancker, Director of Civil Aviation, was present at the opening session. Among the ceremonies on the first day was an entertain- ment of delegates by the Municipality of Paris at the Hotel de Ville, where the visitors signed the Golden Book. On June 12 the Congress of the F.A.I., in session in Paris, decided that the contest of the Challenge Internationale de Tourisme should be held biennially instead of annually. As the Schneider Trophy Contest is also held once every two years (if challenges are forthcoming) the light aeroplane tour will be so dated as to avoid its occurrence in the same year as the Schneider Contest. This vear it will start from and finish at Berlin. The Aeronautical Clubs of Norway, Egyot and Luxem- burg were elected to membership of the F.A.I. on Thursday. At its closing session on June 13 the Congress decided not to elect a new president in the vlace of the Comte de la Vaulx, but to leave the office vacant until next November as an act of homage to him. The ovresent committee will remain in office under the presidency of M. Luiz Ferry. Senhor Santos Dumont, the veteran Brazilian balloonist and aviator, who made the first aeroplane flight in Europe, and was the first to build and operate a dirigible airship, sug- gested that a gold medal bearing the name of the Comte de la Vaulx should be awarded annually to the most meritorious pilot of a commercial air line, and the proposal was accepted. The cost of the medal will be defraved by voluntary subscription among the member countries. The Congress also decided to erect a memorial to the Comte de la Vaulx on the spot near Jersev Citv, USA., where he met his death. IRELAND AND THE AIR. The growing interest taken by citizens of the Irish Free State in aeronautics is shown by the following motion recently handed to their Parliament by a member :— That in the opinion of the Dail. the Executive Council should take immediate steps to assist the development of civil and commercial aviation: and to provide adequate facilities for the training and certification of civilian pilots. | In the event of the motion being passed there should be a rapid increase in the number of pilots in the Free State which is very fitting for a country which is in a remark- ably good geographical position for becoming the Eastern base of trans-Atlantic air route in the dim future.—e. F. MCS. [As usual Ireland, after being in the forefront with Mr. Harry Ferguson's monoplane at McGilligan Strand in 1910, and with a fine meeting at Leopardstown in 1911, has dropped into a backward state.—c. G. G.] THE ZEPPELIN LOG. According to a message from Berlin, the log of the Graf Zeppelin shows that she flew 18,595 miles in 298 hours 32 minutes on her flight to South and North America and back. This is an average of slightly more than 60 m.p.h.

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The Aeroplane ane JUNE 18, 1930 : SIR W. G. ARMSTRONG WHITWORT UZ An Aircraft with many applications. ‘THE Atlas 2-seater steel aeroplane has been used for three years as standard equipment for the Royal Air Force. It has a wide field of application and can be used for army co-opera- tion duties, for advanced two-seater training and as a seaplane. It is available with the Jaguar or Jag ar Major engine, with which it becomes a two-seater fighter of outstanding quality. AIRCRAFT LIMITED Works and Aerodrome : Whitley, Coventry. London: 10 Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1158 FLOWN AND KNOWN ALL OVER THE WORLD. The Aeroplane WORLD'S (440-770 lbs), distance in a straight line, July 7,521 metres (24,819 ft.). Academy, with roo-110 h.p, Armstrong Siddeley ARMSTRONG Best for Light Aircraft ARMSTRONG SIDDELEY MOTORS LIMITED, COVENTRY, ENGLAND and I0, OLD BOND STREKAT, LONDON, W.I. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. JUNE 18, 1930 ECORDS OF THE ARMSTRONG SIDDELEY GENET AND GENET MAJOR ENDURANCE. Light Aeroplanes, 3rd category, single seaters, weight 200-350 kgs, 17th, 1929 H D. S. Zimmerly, Bartling, U.S.A,, N.B.3 80-88 h.p. Genet, 2,500 kms. (1,553 miles). HEIGHT. Light aircraft, 3rd category (single seaters weighing less tham 350 kgs), Altitude (France), Albert monoplane fitted with 80-88 h.p, Genet engine at Le Bourget, February 11th, 1930; 7,730 metres (25,509 ft.), Class C. First category Light Aircraft up to 400 kgs. 2-seater, Aircraft D.18 of the Darmstadt Flying Academy with 1oo-110 h.p. Armstrong Siddeley Genet Major engine, on the 218t April, 1930, at Darmstadt; Height, SPEED, Class C. First category Light Aircraft up to 400 kgs, 2-seater, Aircraft D,18 of the Daimstadt Flying Genet Major engine, en the 23rd April, 1930 at Darmstadt ; 214.848 kms, (134.3 miles) per hour over 100 kms (62.5 miles), SLIDDIELEY GENET EXSGINE

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o JuNE 18, 1930 THE ROYAL The London Gazette. Air Ministry, June 10. ROYAL AIR FORCE. GENERAL DUTIES BRANCH.—Wing Cdr. G. B. Dacre, D.S.O., is granted the acting rank of Group Captain whilst seconded as Adviser to the Greek Ministry of Aviation. Fig. Off. D. M. Rees, M.B.E., is placed on the retired list, and is granted permission to retain the rank of Flt. Lt. (June 6). Fit. Lt. J. Bullock is placed on the retired list (June 8). Fig. Off. A. V. Harvey is transferred to the Reserve, Class A. (May 7) (substituted for the notification in the Gazette of May 13). The S.S. comn. of Pit. Off. on probation N. S. Lesmere is terminated on cessation of duty «June 6). ACCOUNTANT BRrANCH.—The following are granted perm. comns. as Plt. Offs. on probation with effect from and with seniority of June 2:—D. Lumgair (Lt., Cheshire Regt., T.A.), C. G. Sharp, C. A. Profitt. P. Griffiths, R. Peel, J. G. Wigley, W. J. R.* Cann, R. F. Fleming. MEDICAL BRANCH.—H. R. Clein, M.B., B.Ch., is granted a S.S. comn. as a Fig. Off. for three years on the active list, with effect from and with seniority of Mar. 31; Fit. Lt. R. Boog-Watson, M.B., Ch.B., D.P.H., is promoted to the rank of Sq. Ldr. (June 7); Fit. Lt. (Quartermaster) H. Steele is promoted to the rank of Sq. Ldr. (Quartermaster) (June 5). CHAPLAINS BrRANCH.—The Rev. J. H. P. Still, M.A., is promoted to the relative rank of Wing Commander (May 24). RESERVE OF AIR FORCE OFFICERS. GENERAL DUTIES BRANCH.—Flg. Off. L. A. Lewis is transferred from Class C to Class A (May 19); Fit. Lt. D. G. Allison is transferred from the Special Reserve to the Reserve, Class C (May 30). Appointments. Week ending June 16. GENERAL Duties BRANCH.—Group Captain J. B. Bowen, O.B.E., to R.A.F. Depot, Uxbridge. Supernumerary, on transfer to Home Estab- lishment, 10/5. : Squadron Leaders N. W. Wadham, to H.Q., Fighting Area, Uxbridge, 27/5. P. G. Scott, to H.Q., R.A.F., Cranwell, 9/6. L. F. Forbes, M.C., to No. 4 F.T.S., Egypt, 19/5. Flight Lieutenants G. L. Gandy. to No. 70 Sqdn., ‘Iraq. 30/4. R. M. Foster. D.F.C., to R.A.F. Depot, Uxbridge, 29/4. C. F. Toogood, to No. 9 Sadn., Manston, 2/5. W. A. Tattersall, to H.Q., Inland Area, Stanmore, 1/6. D. H. Carey, to No. 99 Sqdn., Upper Heyford, 15/6. E. S. Borthwick-Clarke, to No. 17 Sadn., Upavon, 30/4. M. H. Ely, to No. 209 Sqdn., Mount Batten, 2/6. J. C. E. A. Johnson, to R.A.F. Depot, Abukir, 29/5. Flying Officers E. A. Swiss, to R.A.F. Base, Gosport, 3/6. J. D. H. Slade, to No. 462 Flight, 3/6. H. C. Parker, to No. 448 (F.S.R.) Flight, 4/6. J. P. Domville, to H.Q., R.A.F., Transjordan and Pales- tine, 31/5. V. J. Sofiano, to H.Q., R.A.F., Transjordan and Palestine, 6/6. C. E. V. L’E. Feasey, to R.A.F. Practice Camp, Sutton Bridge, 2/6. Pilot Officer G. R. Warner, to No. MepicaL BrRANCH.—Flight Lieutenants 16 Sqdn., Old Sarum, 4/6. G. E. Church, to Princess The Aeroplane 1159 AIR Mary’s R.A.F. Hospital, Halton, 20/6. R.A.F. Hospital, Halton, 28/6. Flying Officer G. O. Williams, to Station H.Q., Kenley, 30/6. STORES BRANCH.—Flight Lieutenants H. T. H. Copeland, to Base Supply Depot, ‘Iraq, 16/4. W. St. J. Littlewood, to Central Supply Depot, ‘Iraq, 27/4. Flying Officers C. Thripp, to H.Q@., R.A.F., Cranwell, Fry, to Aircraft Depot, ‘Iraq, 20/5. ACCOUNTANT BRANCH.—Wing Commander P. J. Wiseman, to Station 1I1.Q., Manston, 2/6. _ Squadron Leader T. C. Miller, M.C., to A. and A.E.E., Martlesham Heath, 2/6. Flying Officers S. C. George to Station H.Q., Heliopolis, J. MacL. Murray, to No. 47 Sqdn., Khartum, 26/5. RESERVE OF AIR FORCE OFFICERS.—Flight Lieutenant T. M. Walker (Medical), to Station H.Q., Bicester, on being employed with the Regular Air Force, 2/6. FORCE. J. Hill to Princess Mary’s 2/6 CG OL 26/5. Fatal Accidents. The Air Ministry regrets to announce that as the result of a collision in the air at Upavon, Wiltshire, between a Horsley machine of No. 100 (Bomber) Sqdn., Bicester, Oxon, and a Bulldog machine of No. 3 (Fighter) Squadron, Up- avon, on June 12, No. 335796, Sjt. Frederick Ernest O’Meara, the pilot of the Horsley aircraft, was killed. His passenger, No. 359791, L-AC. William Hagan, and Plt. Off. Lord Mal- colm Avondale Douglas-Hamilton, the pilot and sole occu- pant of the Bulldog aircraft, were not injured. [A mock battle between a Horsley and a Bulldog is one of the events in the R.A.F. Display Programme. ] The Air Ministry regrets to announce that as the result of an accident at Wittering, Peterborough, to a Moth ma- chine of the Central Flying School, Peterborough, on June 13, Flt. Lt. Nigel Henry Neville Fletcher, the pilot and sole occupant of the aircraft, was killed. The Air Ministry regrets to announce that as the result of an accident at Kohat; India, to a Wapiti machine of No. 60 (Bomber) Sqdn., Kohat, India, on June 13, No. 363654, Sjt. Edward Albert Hindelang, the pilot of the aircraft, was killed, and No. 335828, L-AC. William Henry Lansdell, sus- tained injuries from which he died on June 14. The Andover Display. An Air Ministry order states that a flying display is to be given at Andover aerodrome on June 20. No aircraft, other than those taking part in the display, are to land at Andover on that day excevt in cases of emergency. The display to which this Order refers is the annual At Home given by the Air Officer Commanding and Officers of the R.A.F. Station, Andover, in the course of which a dis- play of flying is given by various Units of the R.A.F. - TROOPERS.—The Flight of Vickers Victoria troop-carriers (two Napier Lion engines) which are taking part in the R.A.F. Display on June 28 before being posted to their Squadron overseas. This is the first photo- graph of a formation of Victorias in this country.—(“‘ Aeroplane’ photograph.) DO NOT FORGET THE R.A.F. DISPLAY ON JUNE 28.

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1160 > The Aeroplane Westlanc-Hiil two-seater Ptero JUNE 18, 1930 oe Rape: PEGE. 2 EE cee a4 he dactyl (Armstrong Siddeley Genet engine), which will be seen at the R.A.F. Display on June 28. Attached Personnel and the R.A.F. Display. Regular personnel of the Royal Navy and Army or of the Dominion Air Services attached to the R.A.F. are entitled to the same privileges with regard to free admission for themselves and guests to the R.AF. Display as personnel of corresponding ranks in the R.AF. A Flight to Iceland. Two Blackburn Iris flying-boats (three Rolls-Royce Con- dor engines) of No. 209 (Flying Boat) Squadron, R.AF., Mount Batten, will leave Plymouth Sound on June 21 to fly to Reykjavik in Iceland, where they will represent Great Britain at the celebration of the thousandth anniversary of the foundation of the Icelandic Parliament. On leaving Plymouth the Flight will head due north and will follow the west coast to Stornoway a distance of be- tween 500 and 600 miles from Plymouth. The 700 miles journey from Stornoway to Reykjavik will be broken at the Faroe Islands where the machines will re-fuel. The Flight, which will be commanded by Wing’ Cdr. S. W. Smith, O.B.E., will remain at Reykjavik for about a week. Squadron Leader A. S. C. Stuart-MacLaren. Squadron Leader A. S. C. Stuart-MacLaren, O.B.E., M.C., D.F.C., A.F.C., who has recently been placed on the Retired List on account of ill-health, was born at Whitchurch, Oxfordshire, in 1892 and was educated at Charterhouse. He enlisted in the Royal Flying Corps in December 1914 and went to France in February 1915. While serving in France he learned to fly in a Caudron biplane at Le Crotoy and was granted a Royal Aero Club certificate in June 1915. In July 1915 he returned to England on appointment to a commission in the King’s Own Scottish Borderers (Special- Reserve) and two months later he was seconded to the R.F.C. for duty as a Flying Officer. He passed a course at the Central Flying School and in September 1915 he was posted to No. 14 Squadron, R.F.C., on its formation and went to Egypt with the Squadron at the end of that year. He served with distinction in Egypt and in July 1916 he was awarded the Military Cross for con- spicuous gallantry in action. In October 1916 he was appointed Flight Commander with the temporary rank of Captain and in November 1916 he was awarded a Bar to the Military Cross again for con- Spicuous gallantry in action. He was also Mentioned in Dispatches from Egypt in December 1916. In April 1917 he was restored to the Home Establishment and served with various training squadrons and as a Ferry Pilot to France until August, when he returned to Egypt. In March 1918 he was posted to No. 122 Squadron on the Home Establishment with the temporary rank of Major. On July 28, 1918, he left England in a Handley Page ~ RVI e ae : ree as : ie tae, ss . . Be aA ROE SNES, ip TR tS wee Cs oe gg) 2 age eee FS, OER SCF aes INVERSION.—Five - x . . y . . N a, Swe } SSS \ ae yt ’ . Rao Bie SRS ‘ . ‘* - ‘ eS ea = ‘ ~~ a c AA SS os : Mere Sea AS SR BS : SVS Qe . CORR Sores : : WAG! aa ve Sais. ees ZS Service D.H. Moths (Gipsy engine) specially built for inverted flying and other aerobatics, twin-engined biplane to fly to Egypt through France and Italy, and reached his destination on Aug. 7. This was ne first flight to the Middle East by an aeroplane of this ype. In November 1918 he was appointed to the Air Ministry for duty with No. 1 Air Route. In December 1918 he was awarded the Air Force Cross “in recognition of gallantry in flying operations against the enemy.’ In December 1918 he was awarded the O.B.E. for distinguished services ren- dered during the War. At the end of 1919 he was placed on the unemployed list and in September 1920 he was appointed to a permanent commission with the rank of Flight Lieutenant. In November 1920 he was posted to No. 216 Squadron in Egypt and in May 1921 he was posted to No. 208 Squadron for duty with the Aden Flight. In April 1922 he was appointed to command the Aden Flight and in May 1922 he was pro- moted to Sauadron Leader. In May 1922 the Air Council expressed its appreciation of his services during the operations in Somaliland and in October 1922 he was awarded the D.F.C. for distinguished services during active service operations in Somaliland in March of that year. He returned to England in February 1923 and after four months’ leave he was posted to No. 1 School of Technical Training for administrative duties. After a course of Air Pilotage at Calshot he was posted in November 1923 to the Marine Aircraft Experimental Establishment at Felix- stowe. In February 1924 he left Calshot in a Vickers Vulture flying-boat in an attempt to fly round the World. The machine was wrecked at Akyab and the relief machine in which he continued the journey was wrecked at _Komand- orski, an island in the North Pacific, in August, when the attempt was abandoned. He and his companions had covered over 12,000 miles in spite of difficult circum- stances. In November 1925 he was appointed to command No. 208 (Army Co-operation) Squadron at Ismailia. In November 1926 he was placed on the non-effective (sick) list. In May 1927 he was appointed to Headquarters, Inland Area, for Engineering Duties. Tug-of-War Championships at Olympia. The finals of the R.A.F. Tug-of-War Championships were held at Olympia during the last week of the Royal Tourna- ment. The R.A.F. Depot, Uxbridge, won the 110 stone beating Andover by two pulls to none. Calshot won the 130 stone beating Andover by two pulls to none. In the Inter-Services Championships at 110 stone, the ba ready for delivery to the Central Flying School, R.A.F. Three of these. machines will do the C.F.S. inverted Moth formation at the R.A.F. Display on June 28.—(‘ Aeroplane” photograph.) DO NOT FORGET THE R.A.F. DISPLAY ON JUNE 28.

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June 18, 1930 The Aeroplane _ 7 1161 Hi AF ma Hy & a 5 | Bulldog All-Steel, Single: Seater Yighler forms the equipment for squadrons of the Royal Air Force, the Royal Australian j Air Force, and the Air Forces i of Latvia, Esthonia, etc. ff Designed and Manufactured by THE BRISTOL AEROPLANE CO. LTD., FILTON, BRISTOL. Tek.grams: Aviation, Bristol. Telephone: 3906 Bristol. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1162 Royal Marines, H.M.S. Rodney beat Uxbridge by two pulls to none and at 130 stone the 2nd Batt. East Surrey Regt. beat Calshot by two pulls to none. The Manston Garden Party. Group-Captain R. C. M. Pink, C.B.E., and the Officers of the Royal Air Force Station, Manston, gave a Garden Party at Manston on June 14. The seven hundred guests, many of whom arrived by air, were received by Group- Captain and Mrs. Pink in the beautiful garden of the Mess and then roamed about the grounds and aerodrome or danced in the Mess ball-room as they felt inclined. The majority of them explored the aircraft parks before tea and danced afterwards. The various challenge cups, bowls, and _trophies, testifying to the athletic prowess of the Station, were on view among the tea tables and were universally admired. The aeroplanes, both those belonging to the Station and the visitors, were parked in two enclosures on the aero- drome, the Service machines in one and the civil machines in the other. In _ the Service enclosure a number of different types could be inspected by the guests and an added interest was ‘given to them by members of the Station personnel who stood by ready and anxious to answer all questions about the construction, functions and equipment of the machines. Many of the visitors had not seen Service aircraft at close quarters before and were intensely interested. The machines belonging to Manston were a Vickers Virginia of the new type with the rear gunner’s cockpit in the tail, which is the equipment of No. 9 (Bomber) Squadron, and several Armstrong-Whitworth Atlas machines of No. 2 (Army Co-operation) Squadron. One cannot help comment- ing on the perfect condition of these machines all of which were in regular service with their Squadrons but looked, in their stainless glory, as if they had never done a day’s work in their’ lives. The visiting machines in the Service enclosure were three Avro Lynx training machines, two Bristol Fighters, three Armstrong-Whitworth Siskins, an Armstrong-Whitworth Atlas and a Service Moth. In this enclosure also was a tent containing an interesting exhibition of interrupter- gear, bomb-release gear, and radio-telephony and photo- graphic apparatus. On the walls of the tent were a number of beautiful coloured enlargements of photographs taken from the air. Tremendous excitment was caused at tea-time by the arrival, in formation, of three Vickers Victoria troop-car- riers. All three alighted’and one of them was added to the exhibition,—where a member of the British Gliding Asso- ciation could be seen walking round it trying to calculate how many gliders could be made out of one Victoria. One was given to understand that these machines had flown over from Hendon where they are stationed while taking part in the Set Piece at the R.A.F. Disvlay but that they are really attached to the Bomber Squadron at Manston until they join a Victoria Squadron overseas. The civil visiting machines were parked in another part of the aerodrome with Squadron Leader Probyn’s veteran Widgeon acting as their host. They included Lt.-Col. Strange’s Hermes-Spartan, Mr. Jackaman’s Gipsy-Moth, Sq. Ldr. Leslie’s Ginsy-Moth, Mr. Thorne’s Hermes-Avian, Mr. The Aeroplane THE MANSTON GARDEN PARTY.—Some of the 700 hosts and guests at the Air Garden Party given by JUNE 18, 1930 Shaw’s Hermes-Moth, Mr. Brett’s Cirrus-Moth, Mr. Wind- sor’s Bluebird, Mr. Trost’s Junkers-Junior, and Lt.-Col. Hen- derson’s Hermes-Desoutter. Miss Spooner arrived later in her new Gipsy-Moth having had what she described as a spasm of mental aberration and landed at Shoreham. A Breda flew over low down but did not land. The weather was disappointing in that low clouds and a cold, wet mist off the sea prevented some of the guests from arriving including one Very Important Guest, but it did not prevent those who did arrive from thoroughly enjoying a very delightful afternoon. The R.A.F. Manston Station Band played in the garden during the afternoon and was very much appreciated. The Manston Garden Party will undoubtedly set a fashion in a new form of entertainment of their friends by the R.A.F. In following the example other Stations would do well to examine the splendid organisation of the Manston Party, every detail of which helped to make it such a success.—c. M. MCA. No, 56 Squadron Re-Union. A re-union dinner of No. 56 (Fighter) Squadron, R.AF, will be held at North Weald, Essex on Friday, July 18. Any officer who has served with this Squadron and who has not already received an invitation is invited to apply for particulars to the Officer Commanding, No. 56 (Fighter) Squadron, North Weald, Epping, Essex, who will arrange accommodation for the night if required. The R.A.F. Swimming Championships. The R.A.F. Swimming Championships will take place at the Cliftonville Opnen Baths, Margate, from 17.30 to 20.00 hours on July 23, 24, 25 and 26. The majority of the railway companies in Great Britain have agreed to issue cheap tickets to competitors. The R.A.F. Lawn Tennis Championships. The R.A.F. Lawn Tennis Championshivs will be held at the All-England Lawn Tennis Club Ground, Church Road, Wimbledon, S.W.19, on July 21, 22, 23 and 24, and an extra day if the weather is bad. The events will include (I) R.A.F. Singles Championship, (MT) R.A.F. Doubles Championship, (III) Inter-Station Doubles Champion- ship, (IV) R.A.F. Plate, (V) Veterans’ Cup. All applications for entry forms (which contain rules and con- ditions of play) should be made to Sa. Ldr. N. F. D. Buckeridge, Hon. Sec., R.A.F. Lawn Tennis Association, not later than July 1, 1930. The Airmen’s Lawn Tennis Championships will be held at Halton during the week beginning July 14. A cup for the Singles Champion- ship, presented by the Rt. Hon. Sir Samuel Hoare, Bart., C.B.E., C.M.G.. M.P., will be competed for. A replica of the cup will be given to the winner and a prize to the runner-up. Other events will include (I) R.A.F. Plate, and (II) Doubles. Entries for the Singles Championship must reach Fig. Off. L. V. Hirst, R.A.F., Halton Camp, Bucks, by July 9, but entries for the Doubles will be accepted during the Tournament. Henlow Station Sports. The annual sports of the R.A.F., Henlow, were held on June 11 in fine but dull weather. There were splendid entries for all events, and a fair number of spectators were in attendance. R. H. Thomas, the Olympic half-miler, sportingly rested from all events. The Band of the R.A.F., Henlow, under Sjt. H. H. Ingram, played selections at intervals. ) Inter-Section = the R.A.F., Manston, having tea on the lawns in front of the Mess. —(" Aeroplane” photograph.) DO NOT FORGET THE R.A.F. DISPLAY ON JUNE 28. ,

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JuNE 18, 1930 : The Aeroplane an , BRITISH SALMSON | AERO ENGINES | RELIABILITY AND SMOOTH RUNNING. 40-50H.P. TYPE AD9. 40-50 H.P. THESE ENGINES CAN NOW BE SUPPLIED WITH ALL NECESSARY CERTIFICATES BRITISH SALMSON AERO ENGINES Ltd. ) CHURCH WHARF, CHISWICK. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1164 The winners of the various events were :— 100 Yards (tSenior).—AC., Scoble (E.R.S.) (10 2-5 secs.). Junior.— Cpl. Proctor (Details) (10 4-5 secs.). Pulting-the-Shot (Senior).—AC. Ray (E.R.S.) (35 ft. 1 in.). Junior.— AC. Stevenson ‘A.R.S.) (32 ft. 6 in.). 880 Yards Flat (Senior).—Cpl. Sanderson (A.R.S.) (2 mins. 12 secs.). (Junior)—AC. Roberts (E.R.S.) (2 mins. 28 secs.). ‘ Tug-o'-War (Final).—E.R.S. beat A.R.S. by 2 pulls to 1. 220 Yards Flat (Senior).—Cpl. Halls (E.R.S.) (23 3-5 secs). (Junior).— Cpl. Proctor (Details) (26 secs.). High Jump (Senior).—AC. Norcott (H.Q.S.) (5 ft. 3 in.). (Juntor).— Cpl. Snowden ¢+Details) (3 ft. 2 in.). 1 Mile Flat (Senior).—Cpl. Sanderson :(A.R.S.) t5 mins. 11 3-5 secs.). (Junior).—AC. Hodder (E.R.S.) (5 mins. 15. secs.). Inter-Section Relay (Senior).—E.R.S. (Cpl. Halls, AC. Childs, AC. Scoble, AC. Cooper) beat A.R.S. (Junior).—Details (AC. Jay, Plt. Off. Allen, Plt. OT. Cartmel, Cpl. Proctor) beat H.Q‘S. Officers’ Race tHandicap).—Flt. Lt. Stafford tE.R.S.). Long Jump +tSentor).—AC. Norcott (H.Q.S.) (19 ft. 63} in.). (Junior)—Cpl. Yule tE.R.S.) (18 ft.). Obstacle Race.—AC. Blackmore (E.R.S.). W.O.’s and Serjeants’ Race.—SM.1. Goddard and SM.2. Caulfield dead heat. Javelin.—Cpl. Eyles (H.Q0.S.) 4157 [ft. 6 in.). 410 Yards (Senior).—Cpl. Henley (Details) (55 3-5 secs.). (Junior).— Cpl. Proctor tDetails) (1 min. 4-5 sec.). Stat} Derby.—H.Q. Section (Wing Cdr. Cooke, Flt. Lt. Hill, Cpl. Craven-Grithths, AC. Luck). Discus.—AC. Ray (E.R.S.). Three Miles ‘Senior).—AC. Hounsell (A.R.S.) (16 mins. 39 secs.). 120 Yards Hurdles (Senior).—Cpl. Halls ‘tE.R.S.) (17 3-5 secs.). (Junior).—Cpl. Snowden (Details) (20 secs.). One Mile Walk.—Cpl. Sanderson (A.R.S.). The Victor Ludorum Cup was secured by Cpl. Eyles, who put up a splendid performance in the field events, gaining 28 points. The runner-up was Cpl. Sanderson, with 26 points, all of which were gained on the track. The Wise Challenge Cup was won by Headquarters Section, with a total of 100 points, E.R.S. being runners-up with 76 points. The Donaldson-Hudson Cup for novices was won by E.R.S., with a total of 14 points; A.R.S. being second, with 12 points. In connection with the latter trophy, Details were easily ahead in athletics, but lost points in boxing, tug-o’-war and Rugby football. The prizes were distributed by Mrs. Vere Bettington.—c. H. THE BLACKBURN LINCOCK. The front page of the cover this week shows the Black- burn Lincock (Armstrong Siddeley Lynx engine) which has already earned the admiration of everybody who has seen it. This machine is now being put on the market by the Blackburn Company for two distinct purposes. One is as a light high-speed single-seat fighter and the other is as a Single-seat sports model for young men with money who can afford something rather special. As a fighting machine it comes into a category which does not exist in the Royal Air Force, though it is one of the most popular types in the French Armée de l’Air. There this kind of machine is known as the “ Type Jockey,”—and is regarded as having its own particular field of usefulness. In this country we load up all our Single-seat fighters with multiple guns, bomb-racks, night-flying gadgets, short range wireless, and all kinds of paraphernalia which taken together put such a load on the machine that something like 500 h.p. is necessary to take one fighting-man into the air. In France the “Type Jockey” with one gun and one man who is a real good shot and a real good pilot is re- garded as being just as effective in a fight as a machine festooned with all these gadgets. Minus all the gadgets one man and one gun have just about the same performance with half the horse power, and consequently at about half the cost of the aeroplane and engine with the gadgets. A Lincock has already been demonstrated in Canada with excellent results, and arrangements have been made to build all-metal Lincocks in Canada and to fit them with Canadian-built Lynx engines. One of the most prominent sportsmen in American avia- tion told one the other day that he is firmly convinced that the Lincock will meet with a ready, if somewhat limited, market in the United States purely as a sports machine. And as a war-machine the Lincock can certainly be recommended to all foreign nations which are contented to have a force of real high speed single-seat fighting machines without all the load of accessories which are considered necessary in this country.—c. G. G. A FRENCH MAIL AEROPLANE LOST. A Latécoére monoplane, carrying the weekly mails and two passengers on the usual Buenos Aires—Rio de Janeiro stage of the Compagnie Général Aéropostale route, came down in the River Plate estuary two miles off Montevideo, on the morning of May 11. The pilot, M. Negrin, the French direc- tor of the company’s South American section, M. Julien Prainville, the telegraphist, and a Brazilian passenger were lost with the machine and mails. One passenger, a Bra- zilian managed to swim ashore. The cause of the descent is not definitely known, but a heavy fog covered the region at the time, and the vilot may have lost his way and have been forced down by lack of fuel. The Aeroplane JUNE 18, 1930- DUNKIRK to the DARDANELLES. READY ON JUNE 21st. Air Commodore C. R. SAMSON'S PERSONAL REMINISCENCES — OF THE WAR, 1914-18. — FIGHTS & FLIGHTS Of -tOrLANE BOOK Derr, Of | AEROPLANE BOOK DEPT., (Postage 9d.) (Postage 9d.) Cannon House, Pilgrim St., E.C.4. A WELL-MEANT EFFORT. {The Aviation Year Book, 1930. Edited by Charles E. Lee. x 246 pp. Fully illustrated. Sampson Low, Marston and Co., Ltd., 5s. and from THE AEROPLANE Book Depart- ment, Cannon House, Pilgrim Street, E.C.4.] There is a great and growing need for an accurate hand- book relating to the progress of civil aeronautics throughout the world,—apart from the Civil Aviation side of the Histori- cal section of All The World’s Aircraft. The main essential of such a book is that it should be precise, and the author must stand or fall by this test. The present volume is a courageous attempt to supply this need, but it would have been as well had this courage been tempered with an equally praiseworthy desire to be accurate. Time and again in its pages does one come up against irritating mistakes in names, initials, dates, addresses and so forth. Yet it would be unfair to deny that the book will prove of use to those who are in need of that odd sort of informa- tion about aviation that is so often wanted. For example, a good deal of intelligence is shown about air lines, aerial clubs and institutions and aviation companies that will be of value to those engaged in the trade. In compiling this Mr. Lee must have found last year’s issue of All the World’s Aircraft very useful. A word must be said about the illustrations. Authors so often confound pictures with illustrations. An illustration should really help towards the elucidation of the text. Un- fortunately those in this book do not give that aid, and the reviewer considers that if Mr. Lee brings out another edi- tion, he should be more selective.—ca. MISS JOHNSON’S FURTHUR PROGRESS. On June 15 Miss Amy Johnson arrived at Canberra in a Hawk Moth piloted by Major Hereward de Havilland, after being held up by rain and mist for a day at Goulburn, and disappointing a large crowd which had waited at Canberra for two hours in very bad weather. On the steps of the Parliament House, next day, Mr. Scullin, Prime Minister of the Commonwealth, welcomed her as follows: ‘I welcome you because you have proved that women are the bravest of the brave, and I ask you to tell the people of your great country how much we admire your pluck and great endeavour. I wish you long life and prosperity.”’ Mrs. Scullin gave her an opal necklace on behalf of .the women of Canberra. Going on to Melbourne next day, escorted by Service and private aircraft, Miss Johnson was welcomed on the race- course by 15,000 veople and official dignitaries, and at a civic reception at the town hall Col. Brinsmead, Controller of Civil Aviation, presented to her a No. 1 Civil Air Pilot’s Licence, the first ever granted to a woman in Australia. THE DUETSCHE LUFT HANSA MEETING. At a meeting of the Luft Hansa on June 5, at which 24,720,000 marks in shares were revresented, Director Milch gave an outlook for 1930. Herr Milch related that in 1930 the rationalisation plan will be forwarded as proposed, the short-distance lines (up to 300 kilometres) have been diminished about 25° against 1929, and the middle distance lines (between 300 and 700 kilometres) about 10%. The big distance lines, however, have increased 200%. The reason is that in 1929 these long-range lines have been best fre- quented. There will be new night-flying lines as follows: Hanover —Cologne—London, Hanover—Cologne—Paris, Berlin— Halle—Leipsig. Also the lines from Germany to Scandinavia will be changed at once into night-flying lines. The air-line net-work in Germany is improved by the elimination of several small German Airports. From 63 Airports in 1929 there have been only 52 used in 1930.—w. B.

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June 18,1930 - The Aeroplane THE DE HAVILLAND AIRCRAFT CO., LTD. Stag Lane Aerodrome, Edgware, Middlesex. Associated Companies in Canada, Australia and India. Licensees, Selling and Service Agents throughout the World . KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS. 1165

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1166 The Aeroplane JUNE 18, 1930 THE DE HAVILLAND INTERCEPTER. THE INTERCEPTER.—The newest De Havilland high-altitude fighter, with Napier ‘“H” supercharged engine. The first example of a quite new type of military aircraft is now completing its trials at the Aeroplane and Armament Experimental Establishment at Martlesham Health, Suffolk. This machine is a low-wing single-seat fighter of what is called the “intercepter’”’ class, designed and built by The De Havilland Aircraft Co. Ltd. It is one of the fastest fighting aeroplanes in existence, and embodies new prac- tices in certain features. There is no fixed tail-plane, the whole tail is the elevator. And the narrow engine gives the pilot an unusually good view forward and downward. THE INTERCEPTER.—fFront and side view, —(‘‘ Aeroplane ’’ photograph.) The engine, built by the Napier Company, to the designs of Major F. B. Halford, is especially noteworthy in that never before has an air-cooled unit of such power been produced Which offers so little head resistance. The general idea of the engine may best be grasped if one visualises four Gipsy engines, two vertical and two inverted, side by side, with only two crank-shafts for the four (a vertical and an in- verted to each shaft), both geared to a central air-screw shaft, which runs slower than do the engine shafts. Further details cannot yet be divulged, but this unique showing the absence of head-resistance.—(‘ Acroplane ’’ photographs.) Digitized by Google :

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JUNE 18, 1930 The Aeroplane 1167 THE DE HAVILLAND INTERCEPTER.—Rear machine will be on view at the Royal Air Force Display on June 28. Photographs may be bought from THE AEROPLANE, 175, Piccadilly, London, W.1. Hereafter is a brief specification of the De Havilland-Napier Intercepter :— Number of seats.—One. age a cea 32 ft. 2 in., Length 24 ft. 6 in., Height 7 ft. 6 in. Total Weight.—2,300 lbs. Undercarriage.—Rubber in compression. P Ailerons.—De Havilland patent differential control sys- em. Fuselage.—Duralumin tube with wooden formers, covered with fabric. Wings.—Wood and metal. Engine—Napier “ H”:—Built by D. Navier and Son Ltd. 16 cylinders arranged in 4 blocks of 4 cylinders each, verti- cally opposed. H formation. Air-cooled. Power,—approxi- mately 300. Weight,—620 lbs. Super-charged. NEW RECORDS. The United States Bureau of Standards announced on June 9 that Lieut. Avollo Soucek, U.S.N., had established a new World’s Record for Altitude on June 4. His barographs have been examined by the Bureau and his height officially conceded as 43,166 ft. or rather more than 1,000 ft. over the vrevious record established by Herr Willi Neuenhofer on a Junkers monoplane (Bristol Juviter). The new record has yet to be homologated by the Fédération Aéronautique internationale. With the news that the World’s Height Record of the view of the new fighter. —(“ Aeroplane ** photograph.) Junkers has at last been beaten comes a list of new records in a different class now established by a Junkers Junior (Armstrong-Siddeley Genet-Major engine)‘on floats. With pilot and passenger this smallest member of the Junkers family climbed to 4,700 metres (15,000 ft.). An en- durance of 84 hours was reached with the same load, a speed of 164 km.p.h. (102.5 m.v.h.) attained, and an actual distance of 1,080 km. (675 miles) was flown non-stop, of which 900 km. (562 miles) has been officially acknowledged. With the pilot alone the Junkers Junior een reached a height of 5,700 m. (18,500 ft.). . A MEDAL FOR DIEUDONNE COSTES. The gold medal, awarded annually by the Fédération Aéro- nautique Internationale to the most distinguished aviator of the year, has been awarded to Dieudonné Costes, according to a dispatch from Paris on June 12. M. Costes, with Joseph Lebrix, made a magnificent flight across the South Atlantic and a considerable distance round South America and the United States. In 1929 and 1930 M. Costes broke seven World’s Records, including that for the longest non-stop flight. He is now vrevaring for a flight from Paris to New York. Among other famous and meritoriods aviators who were considered for the award for 1929 were Dr. Hugo Eckener, Admiral R. E. Byrd, the Spanish airmen Jiminez and Iglesias, and.Robert Kronfeld. Among those to whom the medal has been awarded in previous years are the Marchese Francesco de Pinedo, Sir Alan Cobham, Col. Charles A. Lindbergh and Sa. Ldr. Bert Hinkler. NAPIER’S LATEST.—The “H” engine, designed by Major F. B. Halford and built by D. Napier and Son Ltd. The engine consists of four vertical blocks of four air-cooled cylinders each. The upright and inverted cylinders on each side work on a common crank-shaft, and the two crank- eSHaaN are geared to one common airscrew shaft.

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=< —— aie ,00gle

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nC a The elements in which they move are as real a potential danger to aircraft as engine trouble. The risk of blistering under a scorching sun is obviated when machines are doped with Cellon, which renders aircraft fabric proof against water, oil, petrol, and extremes of temperature, On all Fairey machines, which have themselves carried their fame all over the world, Cellon Dope is used for the fabric, while the metal structure is lacquered with Cerric. CELLON The Dope Of Proved Efficiency Cerric Cellulose Lacquers comply with D.T.D.: Specifications for metal parts, cockpits, propellers. Particulars on application. CELLON, LTD., Upper Ham Road, KINGSTON-ON-THAMES. Contractors to H.M. and Foreign Governments. Telephone : Kingston 6061 (5 lines). Telegrams: “AJA WB,. Phone, Kingstcn-va-I hames.” — - KINDLY MENTION .“ THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 18, 1930 The Aeroplane an * * A | % * * * x * * * % % x] | ‘ || # * * 1] * x * ! * 01) fae ak i : ADVANTAGES OF THE i ROLLS-ROYCE a * AND ‘H? ENGINES i , (G)—Spring Drive to Auxiliary Mechanism || sie Shocks due to rapid acceleration or deceleration of the * crankshaft are absorbed and damped by the Rolls-Royce spring drive, thus eliminating the possibility of damage being done to the camshaft gears or any of the % vay mn auxiliary parts. . % | |x * * . *t y * * “| ROLLS-ROYCE LIMITED, 1415 CONDUIT ST. LONDON W.1_|* + * KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1172 JP SW/CH MUNICIPAL The Aeroplane J¥NE 18, 1930 ALZRODR OME. LAYOUT OF PRESENT BUWLDINGS. SCALE OF FEET. eo Ser OFFICE ' ( M4) a at ae The Suffolk and Eastern Counties Aeroplane Club, who have taken a seven-years’ lease, have arranged to move their headquarters to the Ipswich Municipal Aerodrome, and are going to act as managers on behalf of the Town Council. A hangar capable of housing three light aeroplanes is now being built, to provide accommodation for the Club’s ’planes. A similar one is being provided for the benefit of visiting aircraft. The two hangars are located side by side with a space between them which will accommodate two more light aero- planes with folded wings. By stretching a tarpaulin from one building to the other, a weather-proof emergency: hangar is obtained. Three outdoor petrol pumps and two oil cabinets will be installed immediately. The Club-house belonging to the Suffolk and Eastern Counties Club is being re-erected on the site, and addi- tional accommodation is being made ‘for visiting pilots and passengers. A kitchen is being added so that refreshments can be provided. Pi small office is also being built and fitted with a tele- phone. The space at the rear of the Club-house will be paved with clinker and laid out as a car-park. There is ample Space at the rear of the office and hangars to accommodate many more cars in case of emergency. The whole site, all the buildings and fuel installations mentioned above, are the property of the Corporation, the Club paying a rental for their use. ve | pe [4p PROPETED A W481 FO oa 7reWw Fok = eww POA ODO. — — et _— — = = VAST OM | PROPLARTY -_- — — oe Gael! des ants, See — aw The Aerodrome will be officially opened on June 26, 1930, and it is expected that H.R.H. The Prince of Wales will perform the opening ceremony. The Club have arranged an excellent exhibition and display, which, they hope, will attract a host of aviators from other parts and a large crowd of spectators. The advantages of the site are many, and there appears to be no reason why the Ipswich Aerodrome should not be one of the best in the country. As a landing ground it is splendid. It has long take-offs in every direction, and a very flat, even surface. The soil is so light that rain is absorbed immediately it falls, making it possible to walk anywhere after a wet day without getting one’s shoes dirty. Its position relative to the Town is ideal, being only two-and-a-half miles from the Town centre, and in direct - road communication with Ipswich. A Corporation track- less tram service is within 360 vards of the Club-house, and a frequent ’bus service to the seaside resort of Felixstowe is within half-a-mile. Provision is made for new roads con- necting almost directly with the Docks and works areas, and it is probable that the work of constructing them will be commenced within three years. The Aerodrome is excellently situated as an airport, and as a distributing centre for all parts of this country. It is almost as near as it can be to Belgium, Germany and Holland, and the sea-crossing is only one hundred miles. The site is entirely free from town-smoke, and is too high to suffer from river or sea mists, and the whole district —JL ETON. —— — /PSIWICH PUUNICIPAL ALRODROME. —— ——CLUBEH OU S£——— — SEALE a © ve reer

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JUNE 18, 1930 The Aeroplane ry ~ P «We shall be there soon, shan’t we, Geoff ? ”’ “Very soon now. Comfortable?” : “© Marvellously, thanks. I’ve never enjoyed a flight so much. After all, the old double cockpit ’plane was rather too remote, don’t you think ? I mean so frightfully *excuse-my-back’ and so on!” **Oh, terribly. Of course, it’s only sane to sit together and talk. -If in acar why notina’plane?” ta tate nian a aah ADD “Exactly. It’s very like a car, in fact.” That was Blackburn’s idea, I sup- pose. This Blackburn Bluebird, you see, has a locker for luggage, this side-by-side seating, self starting engine, all metal construction! And, my girl, twenty years’ experience of aircraft building behind it.”’ “The only English ’plane like it. . . “There is no other. Blackburn Bluebird is the one and only English *plane built on these new lines. No doubt there will be others. But this one holds the lead.” This machine is the outcome of 21 years? manufacturing experience .... Price £795 RN BLUEBIRD Sole World Distributors : AUTO-AUCTIONS AUTO-AUCTIONS LIMITED, Burlington Gardens, opposite Burlington Arcade, Bond Street, W.1. Telephone: Victoria 8761 Aerodrome at Heston. Agency territories available. « KINDLY. MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1174 is remarkably free from rain and extreme weather con- citions. : . Until the volume of Air Traffic demands the use of the full site, the Council intends to shut off an area on the South-east for playing-fields. This will be done by put- ting up an easily-removable fence, and, as the whole area is sown with grass, it can be made available for aviation purposes in a very short time, and with a minimum of labour. The intention is to build large permanent hangars and administration offices at a later date. ; In conclusion, let me offer a few words of warning to those who are contemplating preparing aerodrome sites. If possible, work in the Summer and sow the grass seed in the Autumn. By preparing the ground during the Summer months, there is less likelihood of being held up by bad weather, the sun will help considerably in killing off weeds, and rubbish can be burned very much more easily. If tractors are used for cultivating purposes, let them be as light as possible when the rolling stages are reached. Otherwise, the weight on the tractor wheels will cause ruts which are not easily rolled out. THE AIRSHIPS. In the House of Commons on June 4, in reply to a ques- tion by Lieut. Cdr. Kenworthy, the Under-Secretary of State for Air said that the new airship contract was not for the elaboration of a compiete new airship design but for*the employment of a technical staff partly to investigate pos- sible detail improvements in the design of R.100 and partly to discover what improvements and modifications to the R.100 type of airship would be necessary if it were decided to build an.airship of capacity greater than five million cubic feet. There was a limit of £2,000 a month to the payments under the contract; expenditure to date had been £7,800. No Supplementary Estimate would be involved. Replying to a question by Mr. L. Smith, Mr. Montague said that the delay in the departure of the R.100 for Canada was not due to the mooring mast in Canada not being suit- able. The postponement of.the flight to Canada was en- tirely due to the failure of the tail fairing piece of the R.100. Replying to Mr. L’Estrange Malone, Mr. Montague said that the Air Ministry hoped that R.100 would be ready for her flight to Canada towards the end of June or the begin- ning of July. While her sister ship was in Canada R.101 would do some experimental flying in this country and would then be put back in her shed for the insertion of the extra bay. When the extra bay had been installed, R.101 would undertake her experimental flight to India. THE R.100’S VISIT TO CANADA. The Air Ministry has advised the Canadian Air authorities that the R.100 will not now visit Canada until the end of July, after the Dominion elections for which the poll is on July 28. The start will probably be made sometime during the last three days of the month. The visit of the airshiv is looked forward to by Canada, which intends to celebrate it with a kind of great Empire sin : Nc us Gh ye a ee. eS Se PES The Aeroplane THE MAKING OF AN AERODROME.—One of the tractors used JUNE 18, 1930 THE DEVOTEE.—With apolc- gies to the gentleman in an attitude of prayer, before the new Napier “H” engine. We can but hope that its per- formance may prove it to be right worshipful. Festival. The Dominion Government has svent over £50,000 on the erection of a mooring mast at St. Hubert aerodrome, some 14 miles from Montreal. It is 208 feet high and has accommodation at the 100 ft. level for waiting rooms, Cus- toms and a restaurant. These facilities will not be vro- vided on a regular scale unless a vassenger service is in operation, but temvorary arrangements are being made for the initial visit. The winches and lifts in the St. Hubert mast are electrically operated. A varticularly laree influx of American tourists is ex- pected in the event of the airshiv’s arrival and two emer- gency hospitals have been put up near the aerodrome to deal with motor accidents or other mishap among the 100,000 people who are expected. St. Hubert is now the headauarters of three Canadian commercial companies and is being equivped with very full facilities. One of three macadam runways recently laid down is a mile anda half in length. All will hope that there will be by then at least one decent macadam road to the aero- drome, so that there may be no repetition of the jam which happened when an air disvlay was held at St. Hubert last year. ee I i OB ee = ar eR Tee ne BO Aerodrome,

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JUNE 18, 1930 The Aeroplane 1175 Nig ise os Be une lente art el ORs Satangtl us, Pegs a Ne es cer Tay Pee sae 7 . : = 33 ; Gate OE i HES eg i = 8, ott a rr %s oN ee eey a” ie nee hy ee as ! Ree Mats : wt: ng : pee eS) Sek ean PCE Rath > HEP NS TRS ay eect qrsseasseconescnsscsssecesseceavecsanssansessnssssaeesneseenuesgnsesesoeeey , “Flight photo” Winner : Winner of the ; Bristol Aerial Derby | “Mr. J. Wellworth ” Westland Widgeon (Genet III) : Best performance in the 3 nsed Continental Air Rally | Herr Leo Lammertz Pander P2 = the Quality Both used Mobiloil : ° | @ ' as recommended by | oil the engine ~~ manufacturers ~Mobiloil REG° TRADE MARK. for Speed and Safety VACUUM OIL COMPANY, LTD., WESTMINSTER, LONDON, S.W.1 SOSCSCOETES BOSOSSCCS KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1176 The Aeroplane JUNE 18, 1930 KINDLY MENTION “THE AEROPLANE” WHEN Fresh tendencies! Fresh thought! Fresh motives! A. V. Roe and Company, guided as ever by the spirit of the age, have just produced and now present— THE AVIAN “SPORTS” MODEL Superb streamlining, hinting of a perform- ance that will thrill you. New designs — new departures—new possibilities. But one thing here that is not new. Deep in this machine, all through it and all over it, lies the quality and soundness for which the honoured name of Avro has so long stood. HAVE YOU SEEN THE AVIAN SPORTS DON'T FORGET THE R.A.F. DISPLAY AT HENDON, JUNE 28TH. Sole concessionaires for England: Messrs. Henly’s Ltd., Heston Airpark, nr. Hounslow. Other engutries should be addressed to: A. V. Roe & Co., Ltd., 166 Piccadilly, London, W.1. Works: Newton Heath, Manchester & Hamble Southampton. CORRESPONDING WITH ADVERTISERS.

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June 18, 1930 THE LIGHT The Aeroplane | 1177 AEROPLANE AND THE FLYING CLUBS. THE DESOUTTER SPORTS COUPE MARK II. A new version of the Desoutter three-seat cabin mono- plane, which is already World-famous, has been put into production and will be known as the Desoutter Sports Coupé Mark II. One of these Mk. II machines has been entered for the King’s Cup Race and will be actually the first machine of the new type to be completed. As Mr. Marcel Desoutter says, this is only coincidence, as any other Mk. II machine would stand an equal chance. The machine that will be flown in the King’s Cup Race will in no way differ from the standard production model and will have no special racing modifications. Any apparent streamlining which looks too good to be true, on investigation will prove to be standard. The Desoutter Sports Coupé has earned a: name for itself as an ideal taxi machine of the light type, and one of the features which has helped the machine to this enviable reputation is the combination of comfort with a high cruis- ing speed. Another feature of special appeal is the low cost of maintaining a cantilever wing which is covered with plywood. This method of wing construction has definitely proved its worth through years of service. Perhaps one should outline the modifications which turn a Mark I into a Mark II before one gives a detailed descrip- tion of the new tyne. The first outstanding alteration is the fitting of an in- verted engine. The first machine is to have a D.H. Gipsy ‘III, though the choice of a power plant is left to the fancy of a customer. The fitting of an inverted engine raises the thrust-line and allows the machine to be brought nearer the ground. It also makes possible a narrowing of the nose, which in turn allows a modification of the windscreen. This has been raked forward considerably and given a much greater depth. The fuselage forward of the cabin has been narrowed 30 that the pilot by inclining his head to one side or the other can see straight ahead on that side when the tail is down, quite apart from the improved view forward, which is due to having an inverted engine. Another modification is in the design of the fuselage about the cabin, where the structure has been strengthened. One result of this is that the letting-in of. glazed panels into the sides of the cabin in front of the pilot’s seat has been made possible. These panels also improve the visibility. The combined ceiling light and emergency exit has been altered and considerably enlarged, with the result that the pilot by turning: his head can see over the tail—a feature which people much appreciate in _these days of crowded - air-ways. To meet the finer lines of the nose the fuselage lines have been brought together slightly. This is forward of the passengers’ seats, with the result that their comfort is in no way decreased. In another direction an addition has been made to their comfort. The floor has been raised by three inches; this gives a much more comfortable angle to the passengers’ legs. The height from the seat to the roof remains the same, so that the effective height of the cabin and feeling of spaciousness which such height gives are in no way affected. As already mentioned, the structure of the fuselage about: the cabin has been strengthened, and that for the passen- gers’ benefit, for as the recently increased Certificate of Airworthiness has shown the Desoutter Sports Coupé Mk. I is amplv strong enough. This alteration has been made to allow the installation of two doors, so that in the Mk. IL Sith LLRs THE FEMININE TOUCH.—A woman worker welding a Desoutter tail-plane. TAKING SHAPE.—The Descutter Mark IJ iv cource of cancteuction. At the -bottem left-hand corner of: the picture is the inverted Gipsy III about to be slung onto the bearers.

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The cockpit of the Desoutter Mark II. there is a large door on either side of the cabin. These doors are even bigger than the door on the Mk. I machine. One supposes that cabin aircraft will soon have the exag- gerated doors now so frequently seen on cars to-day. The ailerons have been slightly modified by a reduction of chord at their root, which makes the ailerons parallel for the whole of their span. The effect of this modification is to make them somewhat lighter in use. ' The undercarriage has been modified so as to bring the machine some four inches nearer the ground, and Palmer wheel brakes have been fitted. A few alterations have been made to the tail unit. The fin has been made triangular in side elevation, and the balance has been cut off the rudder. The tail-plane has been made to be adjustable while flying and is operated in the conventional way from the cockpit. GENERAL DESCRIPTION. Now that attention has been drawn to the various modifi- cations that turn a Mark I into a Mark II, the machine will be described in detail. As a year has elapsed since full particulars of the Mark I machine were given in THE AERO- PLANE, new readers will need a full description, and old readers will need their memories jogging. The Desoutter Sports Coupé Mark II is a three-seat high-wing cabin monoplane equally suited for private flying or taxi work. One of these machines is in regular use by Mr. Wilson for Press work such as the transference of important press pictures, or news and the getting of photographs in a hurry. The wing is a cantilever and in one piece although the method of attaching it to the fuselage gives one the impression that the wing is more or less braced. In point of fact the wing is only positioned on top cf the fuselage and the work is done by the struts on either side, which take the load to the base of the fuselage and the lower longerons. These struts are of streamlined steel tube and there are three on each side. A single strut on each side runs down to the bottom of the fuselage. But from the rear spar there are two struts on . vu Kite > OR : i Bg - ane =s ‘ a ig =. x Se Yl i mn ais He ntl SS : CC-CCERA The Aeroplane eS x p = .S 4 2 ‘ an a opncieenenee TION.—Building JUNE 18, 1930 Above, location plate on the rear spar main plane, Below, Gipsy engine mounting. Top, rear and front strut-fittings showing attachments of drag and compression struts. Bottom, fittings to fuselage showing attachment of main plane struts and undercarriage. Bottom of compression strut showing attachment to axle. each side, and these are arranged in the form of an inverted - Vee with the apex attached to the spar. The wing section is a modification of Géttingen 387, and the wing is tapered in chord and thickness. Its structure is simple and of a type which for a time was not regarded with much favour in this country. Now there is quite a fashion for it. There are two bor spars, with laminations of spruce and suitable stiffening pieces to take the various fittings. The webs are of ply-wood which varies in thickness from 2 to 6 mm. The ribs are of spruce. At intervals they are boxed to give addi- tional strength. Longitudinal stringers are fixed to the ribs, parallel to the spars. To these stringers and the ribs are attached the panels Sa eeoe ROSAS AA can RRR “ SSS ~S x SRS , Wi WN SQM SNS ‘ XLS SS . Nox NGM WA s 2 ‘ aaa ~ “ a a2 " ‘ RONEN aks me : X< SARASWAT WSR “ Ca x . ‘ SSE PERI NS SY A SSNS TE rd a Desoutter main plane.

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JUNE 18, 1930 The Aeroplane og hWARINE AVIATI Oy SOUTHAMPTON SEE FAMOUS AIRCRAFT OF VICKERS AND SUPERMARINE AT THE R.A.F. DISPLAY, HENDON, JUNE 28th, 1930 VICKERS “VICTORIA.” THE TROOP CARRIERS THAT EFFECTED THE EVACUATION OF KABUL. VICKERS “VIMY.” THE FIRST TRANSATLANTIC FLIGHT WAS ACCOMPLISHED ON A “VIMY.” SUPERMARINE “SOUTHAMPTON.” FOUR “SOUTHAMPTONS” WERE USED ON THE R.A.F. FAR EAST FORMATION FLIGHT OF 27,000 MILES. IN THE NEW TYPE AIRCRAFT PARK VICKERS FOUR -SEATER NIGHT BOMBER, THE SUPERMARINE ROLLS-ROYCE S.6 WINNER OF THE SCHNEIDER TROPHY. HOLDER OF WORLD'S SPEED RECORD OF 357.7 M.P.H. : —— al 2 ot | ct lal al okt Age ; 7 af Sak Seis . _ ' ve Dat te nas “eur ~ z aie > eee te nae nie |) id on yA want owe ate es as - Service Type Metal Constructed Southampton” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. TON eu es oe ee al) Lae (Soo ce JIQItIIZEQ DY _ 1179 SS)" VICKERS 47108) LIMITED Wee ye | oD

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1180 | The Aeroplane The tail unit of the Desoutter Coupé Mk. Il. vf ply-wood covering which is 1 mm. thick. This is pinned in positicn and the joints covered with glued tape. There is no drag-bracing as all the drags loads are taken by the ribs and ply-wood skin. The ailerons are built much the same as the wing. They are hinged along their top edge to the wing and are operated by push-pull rods which in turn are jointed to arms rigidly bolted to sprockets. These sprockets are in the same plane as the wing section and have their axes parallel to the spars. Thus by rotating me sprockets one gets the necessary movement on the ailerons. The fuselage is an all-wood structure with a number of frames and - four spruce longerons. The frames aft of the cabin are made _of spruce members and have ply-wood gussets across ‘the corners. In the region of the cabin the frames are heavier and the lower longerons: are considerably strengthened, for to these are attached the struts which take most of the load from the wings. The bulk- head or frame beneath the front spar has been modified &nd strengthened with various steel-tube members across the fuselage. Diagonal bracing members run from the lower longeron at the point of attachment of the front legs of the rear bracing Vee to the top of the fire-proof bulkhead. They cross the foot of the door frame. This diagonal meets a downward steel tube on each side which also forms the side of the new windscreen. forward from the cabin the frames are rigidly braced with struts. The whole cf the structure pf the fuselace is covered with ply-wood. On each side of the cabin and between what one might cau the main spar- SET BUICS: seeing that they are under fhe two spars, are the two doors. There are large windows in the fuselage aft of each door and in each door there is elso a large glazed space. The windscreen has beneath it on each side glazed panels which are let in between the diagonal member and the steel tubes mentioned above. The tail unit is «f the monoplane type with a strut-braced tail- plane and unbraced fin. The fin is now triangular in side elevation and is held at its leading edge in a fork on a tuhe. Inside this tube is the rising and falling. member of the tail-raising gear. The rear fin post to which the rudder is attached is made of wood and extends down the stern of the fuselage to which it is screwed. fhe tail plane is built in the same sort of way as the wing and 1s covered with ply-wood. It is attached at four points to the fuselage. The rear spar is hinged to a welded fitting at the stern-post. There are two struts of stream-lined steel tube which are hinged to the rear spar and run down to the base of the fusclage. The leading edge is attached through slots in the fin post to a rising and faling sleeve within it. This sleeve, which has a multi-start thread, is screwed up and down in the conventional fashion by a sprocket which is moved by a chain and cables from the front cocknit. The rudder, which is made of welded steel tube, has been modi- fled to the extent of having the balance taken off. The elevators are also made of welded steel tube and are worked by a push-pull rod which runs down into the fuselage and is attached to a_ lever. This lever is double-ended and from it wires run straight forward to a similar lever at the back of the cabin on the floor. The undercarriage is of the wide track divided type which ensures adequate stability on the ground. The axles and radius rods of steel tube are arranged as Vees with their bases hinged to the side of the fuselage. The shock-absorber legs run from the apices of these Vees to the wings at the points to which the front wing bracing struts are secured. The wheels have Palmer wheel. brakes. A tracking tail-skid is hinged to the stern-post. This has a compression- epring. The inverted Gipsy engine is supperted on a simple steel-tube JUNE 18, 1930 The tail-plane, fin and rudder, showing the tail-trimming gear. bearer with welded joints. Immediately behind this is the fire- ‘proof bulkhead. A 25-gallon petrol tank is carried in the centre. section. This tank is made of tinned steel and carries enough fuel for a range at cruising speed of 44 hours. This big tank, which can, if required by the customer, be increased to a larger size of 33 gallons, fits snugly into the wing and scarcely affects the stream- line. The feed is by gravity. Arrangement is made for the rapid shutting off of the fuel supply in emergency. The throttle-control is on the left of the cabin and works through push-pull rods. The accommodation of the Desoutter Sports Coupé still retains all those features which have made such an impression. The pilot sits well forward and with the new windscreen and enlarged roof- light has a really good view. Behind him and at the full width of the machine are the two passengers’ seats of a comfortable bucket type. To make for ease of access to these the pilot’s seat is hinged and can be moved out of the way. The large doors, the attractive interior finish and the scheme of upholstery, coupled with the fact that the control wires and rods are all in a conduit under the floor, combine to give an impression of motor-car comfort. There is a large luggage locker built into the fuselage above the backs of the seats, as well as the space at the back of the Seats. The controls are of the normal.type. The, rudder-bar has pedals which can be quickly adjusted to meet individual requirements. The wires are led round two pulleys beneath the pilot and pass through the conduit to the rear of the machine. The fore and aft move- ment of the control-column for moving the elevators is transmitted by a push-pull rod which also passes through the conduit and is attached to the double-ended lever to which wires from the elevator controls at the rear end of the machine are coupled. The rocking movement for the aileron control is taken from the control column to a lever at the side of the cockpit, whence a push- pull rod transmits it to a lever in the wings, whence wires run to the chains and sprockets just forward of the ailerons. The usual range of instruments is neatly grouped in a triangular board at the base of the windscreen, in full view of the nilot. The dimensions of the Mark II are practically the same as the Mark I, the fuselage is nearer the ground and that reduces the overall height. The spvan of 36 feet (11 m.), the chord of 5 ft. 9 in. (1.755 m.), and the wing area of 190 sa. ft. (17.7 sq. m.) remain unchanged. As with the Mark I the Certificate of Airworthiness will be for 1,900 lbs. (863 kgs.). THE HALDON RALLYE. ° On Saturday next, June 21, the Annual Air Rallye will be held at Haldon Aerodrome, Devon. A most ambitious pro- gramme is planned, of which the chief item is the Rallye Competition for the really magnificent cup presented by the residents of Teignmouth and called the Teignmouth Air Trophy. The competition is limited to amateur pilots and is really a reliability test which involves flying a com- . pass course and keeping constant speed over the ground. | Pilots must wire their time and place of departure, which must be over 100 miles away ,and declare the time which they intend to take over the journey. There is a highly scientific formula to decide which pilot shall get the Trophy, but the competition is just another example of the gra- dually increased stress which is being placed on useful tying by the devisers of contests. The runner-up gets the Millbay Cup, and both trophies are to be held for one year. The expected variety of aircraft is characteristic of this year, when variety has been the key-note, and the pilots whose names appear in the programme are quite enough guarantee of the quality of show to be expected. THE KING’S CUP RACE. For the benefit of competitors using Armstrong Siddeley engines specially trained mechanics will be available at the London, Bristol, Manchester, Newcastle and Hull controls.

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The Aeroplane JUNE 18, 1930 1182 SOCRATES TEN ATTEN ed ENis ‘ . . » merset f Westland across African veldt and Australian p Wings + r the lanes of So 10n oO 1oneering . ° ire Operate . the p lains Digit aa Google ENGLAND. ir ove he reputati TLAND k the a eAs irst too YEOVIL, Wherever the Air Forces of the Emp there the Westland Wapiti is to be found > dx wa Tak =h©, Yn < S| SF Lav) oS Cc © qi a £O 9) SS ne) 2% F & are carrying t that f BRANCH OF PETERS LTD., Oil Engine Manufacturer WES KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 18, 1930 - COMMERCIAL The Aeroplane AERONAUTICS. 1183 THE NEW GLOSTER POLICY. For something like twelve years everybody who has taken any interest in the Sport of flying, as distinct from mere Commerce or mere Militarism, must have been filled with admiration at the gallant way in which the Gloster Air- craft Co. Ltd., or to give it its earlier title the Gloucester Aircraft Co. Ltd., has stuck to the sporting side of flying. The money which the firm spent in building challengers for the Gordon-Bennett Cup and Deutsch Cup contests abroad, and for Aerial Derbys and King’s Cup races at home must amount to a goodly sum, apart from the busi- ness they have lost by not concentrating on Air Ministry contracts and on commercial aviation. And Air Ministry orders for Schneider Trophy contestants simply mean money: lost. So our admiration for the firm’s enterprise in the past should be all the greater. Therefore many will regret to hear that the Directors of the firm have definitely decided to have nothing more to do with sporting flying but to devote their energies and and their magnificent factory to the more profitable if more sordid purposes of commercial aircraft construction. This, be it noted, is not necessarily the construction of commercial aircraft, though undoubtedly building commer- cial aircraft will in time be much better business than building war-machines, simply because there will be far more civil aircraft in use than military. What the decision really means is that instead of spend- ing practically the whole time and energy of the design staff, headed by Mr. H. P. Folland, the firm’s chief engineer, on fining and re-fining Schneider Trophy racers, the firm will turn that same energy onto producing the kinds of aircraft which are needed by the Royal Air Force and by the Air Services of foreign nations, and they will also give proper attention to the development of civil aircraft. The Gloster VI, in spite of defective carburation which was no fault of the firm’s, proved that where speed is con- cerned the Gloster Company have nothing to learn from anybody else. The Gloster Survey biplane which, with its two geared Jupitor engines, has done such excellent flying in the hands of the Aircraft Operating Co. Ltd., has proved that the Gloster Company is equally capable of building genuine commercial aircraft. By way of still further commercialising the output of Gloster aircraft the Directors have decided definitely that all their aircraft in future shall be built of metal. They are committed rather to steel than to aluminium, but at any rate they have finished with wood. As a result they have moved the whole of their manufacturing organisation from the old Gloster works in Cheltenham, where they were alongside the famous factory of H. H. Martin and Co., which was:’the original parent of the Gloster Co., and are now doing all their work at Brockworth. | The move has been quite simple because for some con- Siderable time, since the Gloster Co. took over the Steel Wing Co. Ltd., all the steel work has been done at Brock- worth. So all that was necessary was to bring the last of the machine-tools and the office staff from Cheltenham to Brockworth and merely leave the whole of the wood- working department behind. One day last week Mr. David Longden and Mr. H. Bur- roughes, two of the Directors of the firm, gave up most of their time for a day showing one round the factory as it is being re-organised. One does not propose here to de- scribe in detail the methods of construction used by the Gloster Co. under the Steel Wing Patents, but one can say that though other methods used in this country may be up to the same high standard, there is certainly nothing done in any other country in the World which equals this peculiarly British type of work. The chief work of this department at the present moment is the manufacture of steel wings for a well-known: type of two-seater biplane which is standard equipment in the R.A.F. When one states that these wings are something like one hundred pounds a set lighter than the correspond- ing wings made in wood, and that, though a couple of hundred sets of these wings are now in service all over the World, there has not been a single instance of one of those wings failing in the air, some idea may be gathered of the value of the work which is being done. Of the firm’s own work one is not at liberty to write at the moment. But one can say that certain types of machines which are now coming through are as interesting as anything one has seen in the Aircraft Industry. Another of the firm’s products which is well worth watch- ing is the Hele-Shaw Variable Pitch Airscrew. A number of these have been made so that they can be given a thorough test under Service conditions by the Air Force. And if in the bulk they stand up as well as those which have been used purely experimentally there is no doubt that this airscrew will have a great future. One watched — the test of one of these airscrews on a Jupiter engine on a test stand, and certainly the whole mechanism seemed to work with the greatest accuracy and simplicity. Much as those of us who are keen on sporting flying will regret the firm’s decision to become commercial, we must none the less wish them every success in the new policy if only for the self-sacrificing way in which they have supported the Sport of flying in the past. And we must remember that the export of British Aircraft for hard cash is in the end what this country most needs to cure the unemployment troubles.—c. G. G. THE GATEWAY OF THE NEW WORLD.—The Aéropostale Aerodrome at Port Natal, Brazil, whither and whence the French carry business between Europe and the money-makers of Brazil, Argentina and Chile.

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1184 The Aeroplane JUNE 18, 1930 LORD BRENTFORD AT HANWORTH. On Saturday, June 14, Lord Brentford, perhaps still better known to the World as Sir William Joynson Hicks and more familiarly as “ Jix,” visited the Hanworth Aerodrome, head- quarters of National Flying Services Ltd., to inaugurate, or rather to give his blessing to, the firm’s Air Taxi Service. One puts it this way because strictly speaking inaugurating the service would mean actually taking a flight in an air taxi. But Lord Brentford, having many affairs of his own at home, had no-whither that he desired to go by air and, being one of the very early timers of aviation, like oneself he has passed the stage of wanting to fiy for fun. After a very pleasant lunch at the Club House the party moved to the aerodrome where some twenty-four machines of the N.F.S. taxi fleet, as distinct from the firm’s training machines and privately-owned craft, were drawn up for inspection. Sq. Ldr. the Rt. Hon. F. E. Guest, as Chairman of Direc- tors, told Lord Brentford how pleased he and his co-direc- tors were to welcome such a pioneer of aeronautical politics at Hanworth and to have him as the inaugurator of the firm’s taxi service. He recalled all the good work which Lord Brentford, as Mr. Joynson Hicks, had done for British Aviation while a Member of Parliament by his criticism of Official delays in supporting aviation. Lord Brentford in replying congratulated N.F.S. on the ex- cellent work they are doing in making the country air-minded and in supplying air transport at the lowest possible prices. He expressed his pleasure at learning that N.F.S. aero- planes had flown a distance equal to twenty-five times round the World at its broadest point,—a description which will, one feels sure, vlease all geometricians. Lord Brentford reiterated his oft-expressed faith in the future of air transport and gave his blessing to the N.F:S. undertaking, after which he inspected the line of machines and after entering one of the new Desoutter Coupés ex- pressed his complete approval of it as an air-taxi. The following information has been communicated by National Flying Services Ltd. :— Objects.—National Flying Services Ltd. was floated as a public company in April 1929. The objects for which the ee THE N.F.S. TAXI FLEET.—Desoutters, Bluebirds and Spartans at Hanworth, Nae eee OS BS eee THE INAUGURATION.—Lord and Lady Brentford and ‘a Desoutter Coupé. Company was formed were as follows:—1, to establish fly- ing clubs throughout the country. 2, to establish landing grounds. 3, to co-operate with Municipal Authorities in the establishment of aerodromes at which the flying clubs above referred to would be stationed. 4, to give instruction in flying. 5, to sell aircraft. 6, to garage and maintain air- craft. 7, to operate an air taxi service. ~ Taking a long view, the objects of the Company may be divided into two heads; firstly, the sale, garaging and main- tenance of aircraft (the flying clubs merely being the means of creating a market for sales), and, secondly, the establishment of internal air services in this country, as the outcome of air taxi services. 4 Aerodromes and Landing Grounds—The following stations are equipped and in active operation :—Hanworth —equivalent to five Provincial centres; Reading—equivalent to one; Hull—equivalent to one; Leeds—equivalent to one; Nottingham-—equivalent to one. ‘Total, nine centres. The municipal aerodrome at Blackpool, the buildings for which are being provided by the Corporation, is about to be taken over on lease. Stoke-on-Trent will be opened as soon as levelling operations are finished and the build- ings are erected. ‘ Discussions have taken place with a view to the possi- bility of opening stations at Cambridge, Middlesbrough, Weymouth, Belfast, Aberdeen, Sheffield, Edinburgh, Ports- mouth, Plymouth and Cardiff, and, in addition, tentative negotiations have been opened with a large number of other towns, such as_ Brighton, Bournemouth, Kidderminster, Scarborough and Carlisle. There are at the present moment 95 aerodromes (ser- vice and civil) at which civil aircraft are permitted to land. A thorough and detailed survey is being carried out throughout the country by the Company to locate further landing grounds, as the result of which 48 have already been fixed. Staff and Equipment.—The Company owns a fleet of 55 aircraft and a number of motor vehicles. It maintains a staff of 20 fully qualified “B” licence pilot instructors, 4 “A” licence pilots, 89 technical staff, and, approximately, 75 non-technical staff. Hanworth.—At Hanworth there is an exceedingly attrac- tive country club, which is devoted primarily to flying. There is no other club of this nature to be found any- where else in the world. Here aircraft are maintained in large numbers, both for training purposes and for taxi purposes. In addition, the main workshops and stores of the Com- pany are stationed here, and there are also a number of lock-up hangars for the use of private owners. With a membership of over 850, the Hanworth Club is the largest flying club in the country and accomplishes by far the largest volume of club flying. Club Membership.—The membership of all the Com- pany’s clubs now numbers 1,500, of whom 163 possess licences to fly as qualified pilots. There are at the moment igi Google

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es The Aeroplane JUNE 18, 1930 approximately 200 members under active instruction, which number is rapidly increasing Many members have pur- chased their own aeroplanes. The following statement illustrates the growth of mem- bership. It will be appreciated that every increase in mem- sership has a large effect on the revenue; for the larger the number of members enrolled the more flying is done and the more licenses are obtained to qualify for subsidies. 1929, Oct. 1, 484 members; Nov. 1, 746; Dec. 1, 873. 1930, Jan. 1, 992 members; Feb. 1, 1,110; Mar. 1, 1,183: Apr. 1, 1,298; May 1, 1,338; June 1, 1,500. Flying Record.—Active operations were started in September, 1929, when the Company's main centre at Hanworth Park was opened. This was followed shortly atter by the opening of the centres at Hull and Reading and the taxing over of further centres at Leeds and Nottingham. In spite of the fact that the Company has only been in active operation for 9 months, its aircraft have flown for more than 7,900 hours, which represents over 635,000 miles, or 25 times round the World at the Equator. The Company’s business is divided into two very definite periods—the bad and the good flying seasons. Operations were started through force of circumstances, at the begin- ning of the bad season, which meant that the Company had to carry its organisation through the bad time with practically no impetus behind it. Therefore the figures now given represent to a large extent the flying done during the period of preliminary development, and also during the worst season of the year :— Hours flown. Month ending London Provinces Total. 1929. Septe: or Pat is .. 692.50 67.55 760.45 Oct. 3 ae es -. 976.20 230.25 806.45 Nov. ue whe ee “$33.15 206.40 639.55 Dec. se or .. 400.30 155.35 599.35 1930. Jan. te ce -.- 448.30 210.15 658.45 Feb. oh a .. 446.25 253.55 702.20 March se oh .» 705.00 394.40 1,099.40 April os aed -. 568.05 410.40 978.45 May “% ang ».» 785.10 539.35 1,324.45 7,527.15 To the above total must be added 309.55 hours prior to last Sevtember and 106.25 hours flowr. on joy-riding opera- Bie this spring. The grand total is therefore 17,943.45 ours. Over and above the large increase of flying by members, the demand for air taxis is daily increasing. These fly, not only to all parts of the country, but also are hired to take passengers, at short notice, to the Continent. Joy-riding.—Short passenger flights, commonly called joy- riding have proved to be a profitable sideline to the Com- pany’s activities, and four of the taxi machines are being employed on joy-riding throughout the Summer season. The firm expect that from 1,500 to 2,000 passengers will be carried per week by these machines, apart from regular joy- riding at the main centres. Aircraft Sales—Up to this date the Company have sold a considerable number of aircraft, although the real selling season did not begin until May. A very large number of definite inquiries have been received. which the firm expect will lead to a large volume of business, particularly from the Continent, where valuable connections have been estab- lished for the sale of taxi machines. The operations of National Flying Services have created such a favourable impression, both in the Colonies and abroad, that inquiries have been made from Canada, the U.S.A., and from a very large number of Continental countries, asking for details of the organisation of National Flying Services, on which similar organisations on a smaller scale can be established. Air Taxi Work.—N.F.S. Air Taxis are now stationed at London (Hanworth), Leeds, Hull, Reading, Nottingham, Blackpool, Scarborough, and, temporarily, Swansea. The type of aeroplane most used for air taxi work is the Desoutter cabin monoplane, which carries two passengers and is capable of a cruising speed of 95 miles an hour. Eleven of these machines have been taken into service, 9 of which are in active overation and 2 in reserve. The total fleet of aircraft available at the stations of National Flying Services numbers 55 machines and all these can be called upon for urgent taxi missions. In addition to the two-passenger Desoutters, the fleet includes Moths, Bluebirds and Spartans, which are _ single-passenger machines of the conventional light aeroplane class. An eight-passenger machine is available for the transvort of large parties, and is at present stationed at Hull. This is a D.H.61. In addition to the hire of air taxis for urgent journeys, many people are now chartering machines for holiday flights. especially for trips to Le Touquet, Dinard and Biarritz. Short sight-seeing trips are also proving an attraction. For example, a flight for two people from Han- worth to Windsor Castle and back is obtainable for £1 per head, including transport to and from Trafalgar Square. Air taxis can be hired to fly to practically any destination, and have already been chartered for journeys to practically every important centre of England and also to most of the big cities on the Continent. Among the towns visited on these flights are Bath, Bristol, Berlin, Biarritz, Brighton, Cardiff, Camborne (Devon), Canterbury, Cowes, Deauville, Dinard, Edinburgh, Eastbourne, Exeter, Glasgow, Hitchin, Hull, Leeds, Luton, Le Touquet, Liverpool, Manchester, Norwich, Northampton, Oxford, Ostende, Paris, Penzance, Selsea, Southampton, Torquay, Teignmouth, Uttoxeter, Wolverhampton, and Yeovil. An example of the value of an air taxi organisation with branches in all parts of the country is furnished by a recent booking. A Dutch business man arrived at Harwich at 6 a.m. An air taxi flew him to Hull, where he did his busi- ness and flew back to Harwich in time to catch the return boat to Holland the same night. A TEST MATCH. The ancient and effete modes of travel were definitely discredited by the Liverpool and District Aero Club in a most amusing and well staged series of flights on June 2, 3, 5 and 6. Over its chosen tracks the railway is generally conceded to be the fastest practical mode of travel on land, and with fine bravado the proponents of flying chose their starting times to coincide with those of express trains to the destinations of the day. The experiment was fostered by Messrs. Lewis, of Rane- lagh St., Liverpool, who sent a representative by each of the two modes of travel to transact business at the same destination. The start was made simultaneously from the Liverpool premises of Messrs. Lewis and each party made the best time possible to their appointment and back again. The one who travelled by air on each of the four days’ journeys combined with his réle of hustling business man that of journalist, and his successive articles in The Liver- pool Daily Post and Mercury make an interesting psycholo- gical study, as he seems to have been new to flying. Besides giving the railways, which were evidently unwit- ting participants in the great test, the benefit of starting times, the flying fraternity also chose an air vehicle of very ordinary speed, to wit, one of the Liverpool Club’s two-year- old Avians with a cruising speed of about 75 mp.h. (And comfortable ‘buses they are, moreover.—F. D. B.) The first day’s trial was from Liverpool to Glasgow and back. The time-table reads thus :— Air.—Leave Hooton 10.70 hrs., reach Renfrew Aerodrome 13.08, report at Lewis's (Glasgow) 13.30. Leave Renfrew 15.06, reach Hooton 17.33, Report Lewis's (Liverpool) 18.05. TRAIN.—Leave Liverpool 09.50 hrs., reach Glasgow 15.57, report at Lewis's 16.45. Leave Glasgow 16.30, reach Liverpool 22.15. Too late to report. The next day the test was over the route: Liverpool- Manchester-Birmingham-Liverpool. It was not quite such a walk-over for the aeroplane as the flights were compara- tively short and six journeys had to be made from cities to their aerodromes or vice versa. The time-tables show how the aviators made up their initial loss, apparently by scamp- ing their business at Manchester, and gained rather more than an hour on the mere earthbound. Arr.—Left Hooton 10.20 hrs.. landed at Barton 10.50, report at Lewis's 11.20. Left Barton 12.20, landed at Castle Bromwich 14.20, report at Lewis's 14.40. Left Castle Bromwich 15.40, landed at Hooton 16.50, report at Lewis’s 17.20. TRAIN.—Left Liverpool 10.05 hrs., reached Manchester 10.48, report at Lewis’s 10.58. Left Manchester 12.20, reached Birmingham 15.05. report at Lewis’s 15.10. Left Birmingham 15.50, reached Liverpool 16.35, revort at Lewis's 18.40. On this particular trip the Black Country justified its name and visibility was singularly bad. Foggy conditions had prevailed to some extent the day before, but were not nearly as serious. The next day’s trial was run to Croydon Aerodrome to mect the Paris-London service and collect some Paris frocks. This gave the air-route some advantage, and the frocks were on display in the Liverpool Store of the enterprising Messrs. Lewis at 14.00 hours instead of arriving too late for the dav’s business at 20.30. The final trial was run to Leeds and Hull, and showed an advantage of slightly more than two hours for the aeroplane. The pilots were Messrs. R. H. Thornton, Frank Davidson, and Alan Moulsdale. The passenger was the same through- out, and whereas he weathered the first two days of fog with confessed tremors he waxed enthusiastic before the trials were Over. On the whole it seems to have been an excellent piece of sport combined with publicity, and a few more such tests over various parts of the country might almost convince a few more people that aviation is a practical time-saver, and will be immensely more so with improved aerodrome

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Tke 1188 8 ee acropiane JUNE 18, 1930 facilities and even the machines of to-day rather than yesterday. [One finds this test peculiarly interesting because in the year 1905, as a member of the Staff of Iliffe and Sons Ltd., one took part, as an observer for The Autocar, in a pre- cisely Similar test organised by the Argyll Co. of Glasgow (the Chief of which was Lt.-Col. Matthew, now of the _ Dunlop Co.). The driver of the car was Mr. Sam Lea, who later founded S. T. Lea Ltd., of Bond St., who now run the Klemm Monoplane. But, whereas the aeroplane in this test directly challenged the train, we deliberately chose criss-cross routes where train connections were bad, in an endeavour—which at that time seemed pretty hopeless—to prove to English business men that a motor-car had com- mercial possibilities and was not merely an expensive toy which could only be owned and used by a few rich young sportsmen. Curious how history repeats itself.—c. Gc. c.] a” MANY INVENTIONS. Critics who used to say that internal air-lines would never be any use in this country now sit dumb in dark corners biting their thumb, numb with annoyance at the new Imperial Airway’s Liverpool—Manchester—Birmingham— London service. [No they don’t, Friend Spry! They merely say that a regular air line running to schedule cannot operate North of Birmingham in our Winter. Just you watch.—c. G. G.]_ As an internal air line it may not beat the fast train services with sufficient margin to make it worth while, but as it is designed to connect the Continent with the North of England by air by way of the Airport of London, the Liverpool—London side of it is not the most important. Leaving Liverpool at 07.00, Manchester at 07.25, and Birmingham at 08.20, passengers can make same-day con- nections with about 20 important Continental cities and some of the connections are extremely good ones. Paris can be reached at noon, for example, Rotterdam at 13.00 and Hamburg at 16.10. And the traveller can take his cocktail as far afield as Copenhagen at 18.20 or dine in Berlin at 19.30. [Who wants to dine at half-past seven? Don't be so suburban, Sorv.—c. Gc. G.] The ire of Liverpudlians may be roused that this is called: a “New Direct Service,” for no respectable bee from that city would make its line to include such mere wayside halts aS Manchester and Birmingham, but all three of these cities will probably get a direct bee-line service as the crow flies, between their home town and London as soon as ever they fill up a machine or two a day apiece. From Croydon the machine leaves at 17.15, thus collecting passengers from most of the inward air-lines, and brings people home to Birmingham, Manchester and Liverpool at 18.35, 19.30 and 19.55 respectively. [Fancy landing at five rasa to eight in a Mersey mist on a November evening.— C. G. G. Another new air line, interesting because it is totally un- subsidised, is the Walcot Air Line which recently inaugurated London—Le Touquet services twice a day in each direction. The home of this air line is Eros House, Piccadilly, and pas- Sengers leaving there at 10.15 and 17.15 can be in Le Touquet itself by 12.45 and 19.45. The return journeys are 07.30 and 12.30. The former arrive at Eros House at 10.00 (in time for business) and the latter at 14.45. Bookings during the first week were extremely brisk in both directions. Walcot Air Lines have a couple of good- looking Junkers F.13 machines with L.5 type Junkers en- gines. This firm also undertakes special charter work and anyone who knows the comfort and freedom from noise as well as the reliability of these aeroplanes will be well advised to try the Le Touquet service one time or another. Not long ago a gentleman who had (or thought he had) made all arrangements to travel to Buda-Pesth by special plane leaving Croydon at the veritable crack of dawn, i.e., 03.30 hrs., suddenly discovered at about midnight that he had no carnet. Now to travel by air abroad without a carnet is about as hopeless a proposition as trying to swim the Channel with a floating gizzard in a leather coat, bowler hat and field boots. The A.A. Aviation Department, which luckily is open all night, was applied to and not only pro- duced a beautifully illuminated carnet on double-milled cream-wove gilt-edged paper but produced a map of the lesser known landing grounds in the Kingdom of Pesth with telephone numbers and other useful information. It ( M wo 7 THE AERONAUTICAL & DAMEL PLYWOOD Co i? 216/775 KINGSLAND & LOMDON.E2. ASS. is even whispered that the names of two respectable night- clubs in Buda were gratuitously disclosed. Over the subsequent flight a veil may be drawn. Suffice it to say that the passenger got away at 03.30 hrs. (which otherwise he would not have done) owing to the very efficient service of the A.A. Aviation Department. Recently a newspaper reported the forced landing of a Norwich Aero Club machine, during the course of which “the undercarriage of the propeller wire was broken, but neither the pilot nor his passenger was hurt.” What do you know about that? Air Union have been carrying a very large quantity of Ascot frocks from Paris recently. This year's traffic in such frivolities has been much larger than in any previous year. Amongst items of “intelligence” from an American Aviation paper is the following:—‘ Stanley Zerrambo, senior inspector of immigration border patrol at Detroit, Michigan, prevents take-off of airplane known to be smuggling aliens by driving his automobile into spinning propeller as plane warms up on ground. Pilot escapes but aliens are taken.” One cannot but be glad that this adventure story has a happy ending, except possibly for the aliens, who probably had little or no luck with Stan Zerrambo.—Spry. A TALE OF THREE CITIES. On June 16, Mr. O. P. Jones, of Imperial Airways. took off an Argosy (Three Jaguars) from Croydon at 17.15 hours and flew to Birmingham, Manchester and Liverpool at which cities his times of arrival were respectively 18.35, 19.30 and 19.55 hours respectively. Thus opens the first com- mercial passenger line linking the North of England with the South and the Continent. It is mainly experimental to start with, and is being subsidised by the three cities. The northward journeys will be made on Mondays, Wed- nesdays and Fridays, and the southward trivs on Tuesdays, Thursdays and Saturdays, on which days the liner will leave Liverpool at 07.00 hours and reach Croydon at 09.40 hours _ in time to connect with the services to the Continent. The Argosy which made the inaugural flight carried twelve passengers, but for regular operation Handley-Page 14-seater machines (two Rolls-Royce F engines) will be used. AN ITALIAN AIR-LINE MISHAP. On June 10 a Dornier seaplane on the Italian Aero Er- presso route between Athens and Constantinople caught fire as it was taking off from Mytilene for Athens. The fire was caused by a defect in one of the carburettors. The pilot immediately returned to his base and landed all Seven passengers before they suffered any injury. The aeroplane was totally destroyed. The revort says that the occupants probably owe their lives to the all-metal construc- tion of the machine. One of the vassengers is said to be a well-known French writer, so in due course we shall prob- ably hear all about it. THE NEWEST DUNLOP PRODUCT. A test load of forty tons has been resisted without any sign of damage by a new aeroplane wheel made at the Dunlop works, Coventry, for the Handley Page air liner (H.P.42) which is being built for Imoverial Airways Ltd. The design of both wheel and tyre is quite novel and despite its bulk and reserve of strength the new equip- ment weighs under 400 lbs. The tyre itself is curious in that the tread of the tyre is very wide in provortion to the part which is attached to the wheel. The idea is to have a wide tread which will not sink into soft ground, without having a corresvonding wide, and therefore heavy, rim and hub. JUXTAPOSITION IS EVERYTHING. There is something grimly significant and suggestive in the sequence of the following two paragraphs which appear in the minutes of the Public Services Committee of the Thornton Cleveleys Urban District Council, and were con-, firmed at the Monthly Meeting of the Council held recently :— (A) Submitted letter from Alan Cobham Aviation, Ltd.. the allocation of Municipal Landing Grounds.’’ (B) ‘‘ Resolved that the letter be referred to the Town Planning Sub. Committee and also the advisability of provision for a public cemetery.’’—G. S. C. respecting ATE PLYWOOD USEDIBY|THE LEADING AIRCRAFT MANUFACTURERS ETHROUCHOUT THE WORLD. =v vw TY. 3. BY. - e oe, .

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The Aeroplane 1194 JUNE 18, 1930 i BOOKS A SELECTION FROM PITMAN’S LATEST PUBLICATIONS ON AVIATION Parachutes FOR AIRMEN By CHARLES Dixon, Ex-Observer Royal Naval Air Service and Royal Air Force. A useful and interesting book, which is attracting considerable attention from pilots and others. Fully illustrated, 136 pp. 7s. 6d. net. MORNING POST says—"' The bookis a valuable addi- tiow to the Pitman aeronautical text-books which now cover almost all the ground from learning to fly. to advancei aerobatics. Learoing to Fly Pilot's *“* A” Licence Fy RANKA.SWOFFER,M.B.E., Chief Instructor to the Hamp- shire Light Aeroplane Club. Recommended not only to lea ners, but alsotone\ pilots, and to others interested in modern: aviation. books. Illustrated. Second Edition, 7s. 6d. net. Aerobatics By MAJOR O IVER SIEWART, M.C., A.F.C. Givesa splendid insight into the control move- ments for various evolutions, “The auth-r, a fine fighting pilot and a ‘stunt’ flyer of ex- ceptional brilliance, explains clearly every known aerial manceuvre.*°— Datly News. Illustrated, 5s. net. By Jown F. LEEMING. Royal Aero Club Observer for Pilot's Certificates. The popular guide, showing howto secure the certificate and containing a useful co'lecticn of official information for pilots. Third Edition, 3s 6d. Aviation from the Grcund Up By Lieut. G. B. MANLY, U.S. Army Air Service, Res. manual of practical instruction in flight. airplane construc- tion, engines, rigging, instru- ments, navigation, regula- tions, etc. An American work of great interest. Fully illustrated, 15s. net. Ask the Publishers for Comple'e List, Post Free C .ptes of the above books can be ordered from a Biokseller.cr direct from the Publiskers: SIR ISAAC PITMAN & SONS, LTD., PARKER STREET, K NGSWAY, LONDON, W.C.2 You can get those missing “revs” with 66 BP 99 | For a better take off and faster climb, insist on using “BP” di]. PLAYERS _ | On a Plane : of their own PLAYERS — “AIRMAN TOBACCOS ‘AIRMAN’ MIXTURE (as illustrated) engine Puts new life into your ‘AIRMAN’ NAVY CUT (as illustrated) ANGLO-PERSIAN OIL CO. LTD British Petroleum Ce. Ltd., Britannic House, Moorgate, E.C.2 Distributing Organisation ‘AIRMAN’ FLAKE ‘AIRMAN’ BROWN HONEYDEW ‘AIRMAN’ GOLDEN HONEYDEW | PA6SI Issued by The Imperia) Tobacco Company (of Great Britain and treland), Lid KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane JUNE 18, 1930 HOW? WHY? WHEN? WHERE? , THE ANSWER IS THE BROAD SKYWAY A Guide to Private Flying By M. STEUART. A booklet for the guidance and information of people who are just beginning to take an interest in flying and wantto know whether flying is worth while, and if so, why and where they can learn to fly, and how they can learn to fly. FROM 2 | THE AEROPLANE BOOK DEPT., 2 6 Cannon House, Pilgrim St., E.C.4 or from THE AEROPLANE, 175, Piccadilly, W.1. Postage 2d. AN AIR-MAIL SERVICE TO THE CANARIES. The Madrid correspondent of The Times announces that &n air mail service between Madrid and the Canary Islands was opened on May 21, when a three-engined aeroplane left Madrid at 2 a.m. with 600 lbs. of mails. It was due to reach -Las Palmas before nightfall. This machine may perhaps be the Ford Trimotor about which there has been much litigation in Spain as a result ‘of the action between the Junkers and Ford Companies. ACTIVITIES IN THE WEST ATLANTIC. Atlantic Airways Ltd. have been requested by the Governor o: Trinidad and the Governor of the Bahamas to advise on ‘the selection afid layout of civil airports in the West Indies and Brigadier-General Francis Festing, C.B., C.M.G., the Special representative of Atlantic Airways Ltd., who has lately been in Canada and U.S.A., is now on his way to Trini- ‘da to do this work. Garraway, Black and Company are the Managing Agents of the Company and the registered offices are at 14, Avenue ‘Chambers, Southampton Row, London, W.C.1. THE AIR HOG AT BISLEY. A correspondent of THE AEROPLANE reports that a red and Silver winged Moth, with the letters AADP, swooped three times on the firing point of the 500 yds. range at Bisley on June 14, when thirty Public Schools were engaged in the ‘closing details of the Sussex County Shoot. The writer of the letter says that many of those present ‘considered it an exhibition of extremely bad taste. With Which sentiments THE AEROPLANE heartily agrees. TO CAPITALISTS ONLY. An aircraft firm which has a particularly good name ‘and whose products have a very high reputation is looking ‘out for fresh capital. The business is in a thoroughly sound ‘condition and has plenty of orders in hand—but it has ‘such a greatly increased amount of business in prospect that some of the prospective orders may be lost unless the ‘Capital can be increased so that the output may be cor- respondingly increased. Anybody who is interested in such a proposition is invited to write to C. G. Grey, Editor Of THE AEROPLANE, 175 Piccadilly, W.1.—by whom such ‘communications will be treated as strictly confidential. THE GAUGE. The May issue of The Gauge, the House Organ of J. J. Habershon and Sons Ltd., the famous makers of cold rolled ‘Strip, deep drawing steel, rustless iron and alloy steels for the aircraft trade, has in its middle a double page picture cf the Blackburn Bluebird by Mr. W.:E. Johns, of the ‘General and Fine Arts Co. This picture, a very apt selec- tion for the topic of the moment, is published as one of -@ series which are appearing in The Gauge under the title of Types of Aircraft in which Habershon strip and Sheet steel is used. The Gauge is an interesting little magazine about which references have appeared in THE AEROPLANE from time to ‘time, for one may gain from it some glimpse of those quali- ee Which have made the firm as outstanding as it is O-day. The editorial for this month refers to the sports facilities Which are now available to the employees of the firm; these . include football, cricket, tennis, and bowls. The ground rand all tackle are for the free use and enjoyment of all the firm’s emonlouees. A particularly informative article has been appearing in The Gauge, in instalments; it is called The Organisation at Holmes Mills. This month the organisation of the cor- -respondence system is explained and set out. This postal business is one to which in the general way not enough ‘attention is given, with much consequent overlapping and resultant impression of casualness to the customer or supplier. Our own Trade might well study these methods.~ J. J. Habershon and Sons Ltd. realise that the corres- pondence is one of the most important divisions of office organisation, and that lack of care and tact in dealing with correspondence may antagonise many a good customer. After all in every communication the officer of the com- pany represents the company to the recipient of the letter; what the officer says the company says and so the firm has taken every care that each letter that leaves the office snall continue to build up goodwill. GOOD SERVICE FROM SPEEDOLENE. The development of air traffic is dependent mainly on landing grounds and almost as much on adequate pro- vision for fuel, oil and service. Silvertown Lubricants Ltd., whose Speedolene Aero-engine Oils are used and approved by the Royal Air Force and such builders of engines as the Bristol Aeroplane Co., the Armstrong Siddeley Co., Cirrus Aero Engines Ltd., and the De Havilland Aircraft Co. Ltd., played their part most efficiently in Mr. Alan S. Butler’s flight to Cape Town in the Gloster Survey (two Jupiters). The aeroplane is owned by the Aircraft Operating Co. Ltd. and was needed for service in South Africa, so that the flight made by Mr. and Mrs. Butler was purely com- mercial. At very short notice Speedolene P.4 oil, as recom- mended for Jupiters by the makers, was ready at 30 as- sorted possible points of call on the 9,000-mile route. Mr. Butler, who has just got back from his trip, says that the oil gave complete satisfaction, and also that the repre- sentatives of the firm were most courteous and efficient. PERSONAL NOTICES. BIRTHS. BRYSON.—On June 7, at Quetta, to Mildred Cecile, wife of Sq. Ldr. Oliver C. Bryson, M.C., D.F.C., A.M., R.A.F.—a daughter. INNES-SMITH.—On June 7, at Murree, India, to the wife of Flt. Lt. Neil Innes-Smith, M.B., Ch.B., R.A.F. Medical Branch—a son. DEATHS. FLETCHER.—On June 13, at Wittering, Northamptonshire, as the result of a flying accident, Flt. Lt. Nigel Henry Neville Fletcher, Central Flying School, R.A.F. Flight Lieutenant Fletcher served with the R.F.C. and R.A.F. during the War 1914-18 and was placed on the unemployed list in August 1919. In November 1923 he was appointed to a short-service commission with the rank of Flying Officer and posted to the R.A.F, Base, Leuchars, Fife. He was attached to various Units at Leuchars until April 1928, when he was posted to No. 1 Flying Training School, Netheravon. In September 1928 he was posted to the Central Flying School and in July 1929 he was promoted to Flight Lieutenant. HINDELANG.—On June 13, at Kohat, India, as the result of a flying accident, Sjt. Edward Albert Hindelang, No. 60 (Bomber) Squadron, R.A.F. LANSDELL.—On June 14, at Kohat, India, as the result of a flying accident on June 13, L-AC. William Henry Lansdell, No. 60 (Bomber) Squadron, R.A.F. O’'MEARA.—On June 12, at Upavon, flying accident, Sjt. Frederick Ernest Squadron, R.A.F. Wiltshire, as the result of a O'Meara, No. 100 (Bomber) FORTHCOMING MARRIAGES. HARDMAN—THOMPSON.—The marriage arranged between Flt. Lt. J. D. I. Hardman, D.F.C., R.A.F., and Miss Dorothy Ashcroft Thomp- Son will take place on July 8. HILL—SCOTT.—The engagement is announced between Fit. Lt. James Hill, M.B., R.A.F., second son of James Hill, M.D., and the late Mrs. Hill, Argyll Lodge, Renfrew, and Chrissie Kennedy, younger daughter of the late Fred Scott and Mrs. Scott, Westmoor, Rainham, Kent. TILLARD—BROOKE.—The marriage between Fit. Lt. Leslie Tillard, R.A.F., and Miss Winifred Mary Brooke, will take place on July 2. MARRIAGE. IVELAW-CHAPMAN—SHORTT.—On June 12, at Wrotham, Flt. Lt. Ronald Ivelaw-Chapman, R.A.F., to Betty, only daughter of Mr. and Mrs. C. W. Shortt, Borough Green, Kent. Unequalled Value Brilliant Performance and Absolute Dependability ...make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO

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JUNE 18, 1930 The Aeroplane 1193 FOR ALL °PLANES | ee. acknowledged to be best Recommended by the following Leading Manufacturers AIKCRAFT MAKERS. . ENGINES FITTED MAKERS OF AERO ENGINES Wm. Beardmore & Co., Ltd. Beardmore, Rolls-Royce, Napier RECOMMENDING CASTROL Blackburn Aeroplane Co., Ltd. Gipsy, Cirrus, Armstrong-Siddeley ; : Boulton & Paul, Ltd. A. D. C. Aircraft, Limited Bristol Aeroplane Co., Ltd. Bristol Sir W. G. Armstrong-Whitworth, Limited. De Havilland Aircraft Co., Ltd. Cirrus or Gipsy Wm. Beardmore & Co., Limited. Fairey Aviation Co., Ltd. Napier Blackburn Aeroplane Co., Limited. Hawker Engineering Co., Ltd. - Rolle-Royce Bristol Aeroplane Co., Limited. Gloster Aircraft Co., Ltd. De Havilland Aircraft Co., Limited. George Parnall & Co. Armetrong-Siddeley D. Napier & Son, Limited. A. V. Roe & Co., Ltd. Armstrong-Siddeley Rolls-Royce, Limited. a Saunders Roe & Co., Ltd. Rolls Royce, Napier : Sunbeam Motor Car Co., Limited. Short Bros. Rolls-Royce Wright Aeronautical Corporation. _ Simmonds Aircraft, I td. Cirrus | Kinner Airplane & Motor Corporation. Supermarine Aviation Works, Ltd. Lorraine, Rolls-Royce, Napier Westland Aircraft Works. Cirrus WAKEFIELD The Product of an ALL-BRITISH FIRM T rR LE L Cc. C. WAKEFIELD & CO. LTD., Wakefield House, Cheapside, London, E.C.2. REGQTOR OU Eee ee ee ee ee es te ee nn a en wen oe nN 3 ra g <1 Q) Factories :- Telephon Hendon (London,NW.9) New York (U.S.A.) Milan (italy? TITA es:- Gerrard 2312. Regent 4726 at —, m3 ule tea schun ea Telegrams & Cables, ‘ NINE- EMAILLITE, urp.,17.5, PICCADILLY, LONDON. W.1. etrafree, Piccy,London’ BUY NN YOUR INS. AEROPILANE = THROUGH N. E.S. Service Everywhere. FLYING INSTRUCTION FLYING CLUBS AIR TAXIS NATIONAL FLYING SERVICES, LIMITED, Grand Buildings, Trafalgar Sq., London, W.C.2. Telephone : GERRARD 9316 (4 lines) Air Parks :—HANWORTH — LEEDS — HULL — READING — NOTTINGHAM. Aeromarine. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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L194 MISCELLANEOUS ADVERTISEMENTS. All advertisements for this column should arrive at this office by first post Monday, to ensure insertion. For the convenience of Advertisers, replies can be received at the office of THE AEROPLANE, Cannon House, Pilgrim Street, London, E.C.4. Special PREPAID Rate—18 words 4/6, 3d. per word after; 13 insertions, 18 words, 4/-; 26 insertions, 18 words, 3/6; 52 insertions, 18 words, 3/-, 2d. per word ater. Situations Wanted ONLY—18 words 1/-. Box No. 6d. extra. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, W.C.2. *Phoue: Regent 5316. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS REE COMPANY 17, STOKE ROAD. GUILDFORD, SURREY. 'Grams: Ayjaycob, Westrand, London. Balloons Airships The purchase & Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for the strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. The Aeroplane JUNE 18, 1920 AIRCRAtT FOR SALE. BROOKLANDS SCHOOL OF FLYING LTD. Metal Gipsy Moth. Few hours’ flying only, C. of A. il months, slots, polished cowling, special colour scheme, many extras. £600. Hire Purchase or part exchanges. D.H.50 4-passenger cabin air taxi, new C. of A., excellent condition. Fast. £700. ‘Phone Byfleet 437. Station— West Weybridge, S.R. D. W. Aircraft Co., Brooklands Aerodrome; have for sale several S.E.5as, reasonable figure, 1:-~w condition with C. o2 A. Telephone, Byfleet 331 For Sale, nearly new 3-seater Avro Mo.2o0 Aeroplane 504K, C. of A. till January. Suitable joy-riding. Box No. 5856, THE AEROPLANE, Cannon House, Pilgrim Strect E.C.4. D.H.53. Almost new. C. of A. 35 h.p. engine. Any trial. Owner buying two-seater. Bargain at £110. Write R. Knight, Clare, Cambridge. Henlys (1928) Ltd., Devonshire House, Piccadilly. W.1. Tele- phone, Grosvenor 2271. Sole Concessiozinaires for the Avro Avian, for England. Authorised Moth Agents. Your car taken in part exchange, if desired. Deferred terms. Trade inquiries invited for Avian. National Flying Services Ltd. (See page 1193.) Quick deliveries of all types, new or second-iand. Service. Phillips and Powis Aircraft (Reading) Ltd.—Authorised Moth Agents. Early delivery of Puss Moths. Unique hire- purchase terms offered. Exchange specialists.—Reading Aerodrome. Sonning 114. “ AEROPLANE” PHOTOGRAPHS. Copies of “ The Aeroplane” copyright photographs may be had on application. All types of Aircraft; R.A.F., Commer- cial and Light. Aviation Activities, etc. 63 x 44 in., ls. 6d. 8} x 63 in., one copy 2s. 6d. Two or over Ils. 6d. Larger sizes on application. Photographic Departments, THE AERO- PLANE, 175, Picccdilly, W.1. PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautical Consulting Engineers, 329, High Hoiborn, W.C.1. Telephone Holborn 2542. STANLEY, POPPLEWELL AND FRANCYS, Patent Agents, Jessel Chambers, 88, Chancery Telephone, Holborn 6393; Telegrams, * Notions Unrivallec Chartered wane, W ©O.2. London.” WE SPECIALISE IN THE MANUFACTURE OF AEROPLANE COMPONENTS. Souris STAFFS, PHONE: DARLASTON 130. WROUGHT LIGHT ALLOYS TO ANY SPECIFICATION. Tel-bhone: East 1221 (Pr vate Branch Exchange). Telegrams: ‘ Booth, Birmingham." Cables: T.iebers 5 JA Mi E S| B Oo OTH Letter Code. ECOMPANY< le) LIMITED Bentley's Code ARGYLE ST.WORKS: NECHELLS. BC; HI] Sth and 6th ation: Witt’ A BIRMINGHAM KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 18, 1929 AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W. 1. (Vic- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoln’s Inn, Londor «Holborn 8131), and Broken Hill, Northern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America; Contractors to the Ordnance Survey. Laboratories and Sub- Sidiary Companies for aerial photography in the British Isles, Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 34 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, 3 in., 6d. yd.; Pressure Gauges, 25 to 100 lIbs., 6s. 6d.; Coley Thermometers, 25s.; K.L.G. Plugs, F.7, 1s. 9d.; F.9, 1ld. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. AIRCRAFT CAMERAS. ‘‘ Eagle” Aircraft Cameras and Equipment for survey photo- graphy and Naval and Military requirements. Specialists in Air Photographic Apparatus. Hand-Held Cameras— Pistol Cameras for air snapshots. Full particulars from Manufacturers and Patentees. Williamson Manufacturing Co. Ltd., Litchfield Gardens, Willesden Green, London, N.W.10. ’Phone—Willesden 0073-4. Contractors to Air Ministry, Admiralty, War Office, Colonial and Foreign Governments. PRACTICAL FLYING. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—21s. for 28 days’ membership—low rates for instruction—per’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in Fclkestone—ac- commodation to suit all purses—only i? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WOELD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 1s. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn te Fly at the Midland Aero Club. Four tuition machines, two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth Birmingham. National Flying Services Ltd. (See page 1193.) Join N.F\S. Learn to fly. Fly when you wish. Write for booklet. Southern Aero Club.—Thorough Avro Tuition, no waiting list. ‘“‘B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying offer unique facilities for learning to fly cheaply and quickly. The popularity of the School is confirmed by the increasing number of pupils turned out monthly. Write for full particulars of the most go-ahead organisation for flying instruction. Rates £2 10s. an hour. Trial lesson 15s. No entrance fee. No subscrip- tions. Five Moths. Experienced Instructors. Perfect aero- drome. Accommodation near aerodrome. Reading Aero- drome. Sonning 114. C. Clifford & Son LTD. BIRMINGHAM. “SERA CLIFF" Trade Mark. Phosphor Bronze IN ALL FORMS. Non-corrosive. Hard as Steel. Looks like gold. The Aeroplane 1195 AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. "Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 1193.) Go by N.F.S. ls. a mile; 1s. 6d. two passengers. 48S. Six—eigit passengers. AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones. 58, Warren Street, W.1. Museum 7915. AIRCRAFT PARK. D. W. Aviation Co., Brooklands Aerodrome. Byfleet 331. Storage, overhauls, reconditioning. Lowest terms. ENGINES FOR SALE. Air- and water-cooled Lorraine engines, 100-700 h.p., "Phone: witn C. of A. Particulars from Bilefeld, 37, Albemarle Street, London. W.1. D.W. Aircraft Co., Brooklands Aerodrome, have for sale several new 110 Le Rhone engines complete with magnetos, carburetters and back adapter plates. These are post-war engines with release notes and log books. SITUATIONS WANTED. Aero Engine Mechanic, age 26, ex-R.A.F., requires situation. 8 years’ experience overhaul and maintenance Jaguar. Napier V, Falcon, Jupiter. Good references. Box No. 5852, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. B. Licensed Pilot, A.1. C.F.S. Instructor, free from mid- June to mid-July. willing to undertake any flying duties during this period. Box No. 5849, THE AEROPLANE, Cannon House, Pilgrim Street. E.C.4. Cambridge Undergrad’, exhibitioner, ‘A’ Pilot, wants job with Aircraft Operating firm. July, August, September. Salary cover expenses only. Box No. 5855, THE AEROPLANE, Cannon House, Pilgrim Street. E.C.4. Junior Draughtsman age 21 desires change. 6 years’ D.O. experience Automobile work and jigs and fixtures, good technical training. very keen on aircraft work. Box No. 5850, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Young man (23), 43 years’ works and D.O. experience with well-known Aero Engine Makers. seeKs opening in Sales Dept.. preferably in same line. Box No. 5851, THE AERO- PLANE, Cannon House, Pilgrim Street, B.C.4. BROOKLAND . ADVANCED DUAL The percentage of engine faikures to-day is so small when compared with the old days that the experienoe of carrying out an emergency landing is practically unknown to the 1930 pilot. If and when a failure does occur, his lack of experience in dealing with it will, there- fore, be liable to have serious consequences, unless he has previously had advanced dual instructon from the most competent in :tructors. THE BROOKLANDS INSTRUC- TORS’ VAST EXPERIENCE qualifies them to give the most expert advanced instruction obtainable, which will mike YOU competent and SAFE when YOUR engine fails. AVROS. MOTHS. BLUEBIRDS. The Brooklands School of Flying Limited. BROOKLANDS AERODROME. Telephones: Byfleet 436 and 437. KINDLY MENTION “ THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1196 The Aeroplane JUNE 18, 1930 EDIT ee ee FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. ‘Phone Museum 4793. S. LEWIS’S. ‘Phone Museum 4793. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London, W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ‘phone pockets. Flying Helmets, Leather, Fleece Lined, ‘Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.: or Tinted (¥7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, lls. 6d.: Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- Spiinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis's High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted ‘phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.: Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 1‘s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade ‘Supplied. ‘Phone Museum, 6280 WAINWRIGHT’S ‘Phone, Museum 6280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 10/6. All-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted eollar, cuffs, etc.), fitted “Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A-F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road, London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits. fitted with fur collar, 60/-. White flying suits. 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki fiying helmets, latest type, phone pockets, etc., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabrie covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntlets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet. 5/-. Sheepskin flying boots, lambswool lined, fitted zip fastener, 60/-: ditto short pattern, 45/-. Meyrowitz Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggies, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sent on 7 days’ approval, on receipt of cash, or C.O.D., money refunded if not satisfied. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, wp. (Dept. G) 124, GT. PORTLAND ST., LONDON. W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. SITUATIONS VACANT. Experienced B Licence Pilot required. Joy Riding and In- struction. Permanent job. Apply full particulars. Box No. 0827, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Required, Ground Engineer. A. and C. Licences. Le Rhones and Avros. Apply Box No. 5830, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Expert Carpenter Riggers required, used to light aircraft. Only thoroughly reliable men need apply. Box No. 5853, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Wanted, B. Licence Pilot for joy-riding at once.—139, High Road, E. Finchley. Tudor 2889. Royal Aircraft Establishment.—An examination for the entry of not more than twelve Trade Lads will be held on Tuesday, July 8, 1930. The examination wil] also be used for the purpose of selecting a limited number of trade ap- prentices, who will ‘not receive the same theoretical train- ing, but will be given full opportunities to become expert craftsmen in a selected trade. Entrants for this grade will be required to qualify by obtaining a certain percentage of marks in the examination. Preference will be given to the sons of employees in the R.A.E., but the posts will be open in the event of sufficient candidates from the factory staff not being available. Application for admission to the ex- amination must be made on the prescribed form which must be filled in and returned not later than Tuesday, July 1. Application forms and the regulations governing the con- ditions of entry and training of Trade Lads may be obtained from :—The Chief Superintendent, Royal Aircraft Establish- ment, South Farnborough, Hants. Wanted Urgently, Experienced “B” Pilot for Avro Mono 504K. Brown, 3, Parker Lane, Burnley. Experienced Aircraft Riggers are required by Imperial Air- ways Limited for their overseas divisions. Applications to be made in writing only to Imperial Airways Limited, Croy- don Aerodrome, Croydon. Wanted, for a few weeks only, for finishing off the con- Struction of an aeroplane, a thoroughly competent engineer. Must be able to do all metal work and a little carpentry and rigging, also to work from rough drawings. State experi- ence and wage. Box No. 5854, THe ArrRopiane, Cannon House, Pilgrim Street, E.C.4. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, C and D). All tuition is by correspondence. Write to-day for our “ Aeronautical Engineering” Booklet. Internationa) Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. MISCELLANEOUS. Private Landing Grounds.—Airwork Ltd., Heston Air Park, Hounslow, Middlesex (Telephone, Hayes 410), undertake the Selection of landing grounds and erection of hangars, either permanent or tenant’s fixtures, for private owners at prices ranging from £55 upwards. On receipt of a letter or tele- phone message their representative will call. Aviation Publicity.—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Aircraft and General] Fine Art Co., East Grinstead, Sussex. Avro 504K Spares. New main Planes: Cowlings; Under- carriages; Skids; Tanks, etc. Send for sevarate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ’Phone 0365. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. * MONARCH ” Aircraft Components for RELIABILITY. We invite your enquiries for any type of Aeronautical fittings, whether electrical, mechanical, sheet-metal or machined. We are also Specialists in Armament Equip- ment — Bombs, Carriers, Release Gear, Instructional Apparatus, etc. Air Mimstry Approved Inspection. MONARCH ENGINEERING CO., LTD., Empire Works, Creydon Rd., PENGE, LONDON, S.E.20. Tel. Syd. 1177. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS,

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JUNE 18, 1930 The Aeroplane AMAA AAA AAT NN NA VAVAVAVAVAYAVAVA AAA AANAA AAA AAA AA AAAAAAAANANAAAANAS Na ALL-METAL gtrders for Wtthout the use of the continu- ous heat treat- ment process the longitudinal R.101 shown in thts photograph could never have been made. | The Boulton & Paul System of Metal Construction The process developed by Boulton & Paul Ltd. for the continuous heat treat- ment of formed steel sections is among the most important of the developments yet made in connection with the construction of metal aircraft. Increased accuracy of form ts secured because the material is worked in the fully annealed state. After forming, the material may be hardened and tempered to any destred physical qualities of which it 1s capable without risk of distortion. No other process 1s known by which thin steel secttons of almost any length can be heat treated to any required degree without sacrificing accuracy of form and dimensions. Those who contemplate embarking on all-metal aircraft design can obtain full particulars of the available sections and their characteristics upon application. BOULTON & PAUL L"™: NORWICH London Office : 139 Queen Victoria St., London, E.C.4. (‘Phone : Cent. 4642.) DESIGNERS & MAKERS OF ALL-METAL AEROPLANES & AIRSHIPS. Contractors to the Air Ministry, the Admiralty, the War Office, H.M. Board of Works, the Crown Agents to the Colonies, English, South American and Indian Railways, Soudan, South African and Egyptian Governments. One of the drawbenches and furnaces used in the Boulton and Paul con- tinuous heat treatment process, iii "AOA AT ANAT AN APA ATAY APA AT AYA AY AY TAY WT AT AY AY AYA VAY TAY A TAY TY AY AIRCRAFT aN IN N N CLL ALA L DISS LLL ASSL LA LLL LLL LL LLL LLL LL LLL LLL LL LL LLL LLL LN

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iv The Aeroplane JUNE 18, 1930 “The Jupiter has now for several years been the most popular engine in the world.” “ The Aeroplane,’ May 28th, 1930. The ‘ Bristol” Jupiter Radial Air-cooled Engine is designed and manufactured by THE BRISTOL AEROPLANE CO. LTD., FILTON, BRISTOL. Telegrams:—Aviation, Bristol Telephone :—3906 Bristol. Printed for AERONAUTICS LTD., by BONNER & Co. Ltp., The Chancery Lane Press, Rolls Passage, London, E.C.4; and Published by AERONAUTICS LTpD., at Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. . = EDITORIAL AND ADVERTISEMENT OFFICES OF “THE AEROPLANE,” 175, PICCADILLY, LONDON, W.L1. ACCOUNTS AND PUBLISHING OFFICES, CANNON IFOUSE. PILGRIM STREET,. LUDGATE CIRCUS, E.C.4 Telephones: Editorial. Gerrard 6407; Advertising. Gerrard )|6023;- Publishing. Central. 5822.

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eee Wire ee a

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; | The Aeroplane Jone 25, 1930 | THE ROYAL AIR FORCE DAY BOMBER SQUADRON oro The result of the Day Bomber Squadrons’ Individual Tests which were held recently is a3 follows :— e ee | 1. No. 12 (Bomber) Squadron ee e | 2. No. 207 (Bomber) Squadron” ae \ —Extract from “ The Aeroplane” June 4 1930 Ey mens f No. 12 Squadron is equipped with the Fairey ee Fox" Day Bomber, while Fairey III.F. General Purpose type aircraft form the equipment of No. 207 Squadron. The Day- . | bomber Squadron Competition is a keenly ao a | contested individual test covering a wide VA a | sohere of opz2rations, including air pilotage. a | | signalling, photography, etc. To win such a s competition is no: only a clear indication o: individual merit, but also gives a very certain proof of the superiority of the winning aircraft ae for service operation. THE FAIREY AVIATION COMPANY, LTD., HAYES - - MIDDLES= X HIGH PERFORMANCE SERVICE AIRCRAFT

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MAIN LIBRARY JUNE 25, "1 EROPLANE VOL. XAXXVIII No. 26. Incorporating Aeronautical Engineering om 60«U.S.A., 1 Year, $8.50. 1930. ao Telegraphic Address: ‘* Aileron, London.” 1) : Advertisement Offices: 175, Piccadilly, London, W.1. =p Ve = Abroad, 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months, 35s. rs : Accounts relating to Publishing and Advertising should be sent to the Offices of Aero- nautics Ltd., Cannon House, Pilgrim Street, Ludgate Circus, E.C.4. Telephone: Central 5822. Subscription Rates, post free: Home 3 months, 7s. 6d.; 6 months, 15s.; 12 months, 30s. Entered as second class matter at the New York (N.Y.) Post Office. The Editorial Offices of ‘‘The Aeroplane’ are at 175, Piccadilly, London. W.1. Telephone: Gerrard 5407. Telephone: Gerrard 6023. Canada. 1 Year, $8. ON R.A.F. PAGEANTRY. On Saturday next the Royal Air Force will give its eleventh Display, Pageant, Review, or whatever the Great Great Ones of the Air Ministry choose to call it. Personally one prefers the word Pageant, for the impression given year ‘after year by the splendid performance of the Air Force is of the pageantry of war. It is not exactly a Review, for that would imply a public inspection or exhibition of all arms and ranks. And Display is a vulgar-sounding word for such splendour. It suggests an assault-at-arms by over- developed athletes in white flannels,—which may be impres- sive, but has not the thrill of the R.A.F.’s great day. So Pageant ought to be the word. If the organisers of the R.A.F. Display make a mistake in their choice of events it is in not giving the crowd enough pageantry. Consider the tens of thousands who are drawn to the Aldershot Tattoo at an unholy hour of the day, to go home at a still more unholy hour of the night, by pure pageantry and nothing else. There is not enough of that sort of thing at Hendon. Still, as a learner of English once remarked, ‘‘Some is good, but enough is too much ”’! An onlooker has to be something of a specialist to appre- ciate the niceties of mock combats between two single-seat fighters, or between a high-speed bomber and a couple of fighters. And, though the meanest intelligence can appre- ciate displays of aerobatics, one can easily have too much of them, and anyhow they have a suggestion of stage-play about them which seems a little out of place on such a grand occasion. One would not suggest that they should be abolished, for they do display precisely the degree of skill acquired by our pilots and the degree of manceuvrabi- lity of our aeroplanes. They are instructive and entertain- ing, but they are not imouressive. THE TRUE PAGEANT. The true spirit of pageantry is in massed manceuvres,— what Kipling calls “the spell: df ordered movement.” Noth- ing at Hendon has ever approached the effect of the take-off, and the evolutions which followed, of the fifty-four machines which were all in the air together four years ago. Even half-a-dozen lumbering obsolete twin-engined night- bombers taking off in formation is an impressive sight, and sound, and has in it something of the spirit of pageantry. Last year most people agreed that the most striking thing of the day was the fly-past the Royal Enclosure of the Fox squadron. Whether the effect comes from the engines, : or, as our high-brow scientists tell us, from the flutter of the tips of the metal air-screws, the fact remains that the ear-splitting scream of the diving Foxes made a more lasting impression than anything of the day. The most war- hardened aviators were moved by the sight and sound combined. And at Andover only last Friday one found that when a fine formation goes by full out it still has the power to thrill a Service audience which knows a good deal about flying. WHY THE DISPLAY? One peculiar psychological point about the Display seems worth discussing. Very few people seem to understand what the Display really is, or why it should exist. Some people seem to think that it is a kind of circus performance given to make money for R.A.F. charities. Some think that it is intended to overawe our possible enemies by a display of Air Power. Some think that it is merely to give our pilots a chance of showing off their skill. All human motives are mixed, and no doubt these motives enter into the organisation of the Display. But actually “COME AS THE WINDS COME, WHEN FORESTS ARE RENDED; COME AS THE WAVES COME, WHEN NAVIES ARE A THE DAY BOMBERS.—No. 207 (Bomber) Squadron (Fairey IIIF, Napier Lion) flying over the aerodrome STRANDED.”’ The Psbroch of Donald Dhu.) (ScoTr during the R.A.F. Display at Andover on June 20.—(“ Aeroplane” photograph.)

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1198 The Aeroplane JUNE 25, 1930 it is the culmination of the R.A.F.’s training for the year, and it is designed to show the British taxpayer what he is getting for his money. The people who perform at the display are not specially picked and trained individuals or units. They are merely those who at the end of the year’s training have shown up best. That is to say it is a show of prize-winners and of winning teams and not of professional acrobats. FORMATION-F'LYING. Some people have an idea that all this beautiful forma- tion-flying is merely a species of stunt and that people fly in patterns simply to look pretty. Actually formations have been invented for perfectly good warlike reasons, just as infantry drill was originally evolved. Certain close formations were invented for mutual protec- tion against attacks. Others were evolved purely for attack regardless of consequences. Others again were designed for proper orderly travelling over long distances, so that a number of aircraft might depart and arrive with military precision under proper -leadership and not as a disorderly mob. Some few days ago, during one of the rehearsals of the Display, a member of the staff of THE AEROPLANE got into . conversation with the representative of a daily newspaper who seemed unable to understand what was the idea un- derlying all this formation flying. He understood the mutual protection idea of certain formations, but others frankly puzzled him, till some expression which he used indicated that he was, or had been, a member of the Senior Service. ‘ The representative of ,THE AEROPLANE then indicated to him that certain of these forms were produced for precisely the same reason that station-keeping was invented in the Navy. That idea seemed to open an entirely: new field of thought, and in an article on the R.A.F. Display in a daily paper a day or so afterwards references to keeping station occurred about half-a-dozen times within a few lines. One was glad to See this, for it indicates that the Marine Mind is not incapable of grasping the true inwardness of aviation. THE NON-THINKING PUBLIC. Although the R.A.F. Display is primarily designed with the idea of showing the taxpayer what he is getting for his money, one fears that some taxpayers do not appreciate the value that they are getting. A letter appeared in The Times a few days ago from a resident somewhere about Mill Hill complaining of the noise constantly made by formations of Service ' aircraft from Hendon,— and apparently suggesting, if the letter meant any- thing at all, that flying from Hendon should be for- bidden in the interests of the denizens of the various bunga- loid growths in the neighbourhood. Though probably few of these people read THE AEROPLANE, perhaps those readers of THE AEROPLANE who come in touch with them accidentally will be so good as to point out to them that Hendon has been an aerodrome for twenty years (almost exactly, this week) and that it has been a Service aerodrome for close on sixteen years. ‘Therefore flying of one sort or another has been continuous all over that area for all those years. If people are so foolish as to take a house alongside a big railway-station they really must not grumble at the noises made by the trains. And people who deliberately settle close to an aerodrome must not complain of the noise of the aeroplanes. Incidentally, one cannot recollect any serious complaints from the studious young gentlemen of Mi£ll Hil) School, though one would imagine that they might very well com- plain about the interruption of their studies caused by howling aircraft. That is more or less by the way, though it bears on the subject. HELPING A Goop CAUSE, One’s most earnest hope at the moment is that all readers of THE AEROPLANE will be able to go to Hendon and enjoy the noise thoroughly on Saturday. THE AEROPLANE is not providing its readers this week with a free guide to the new type aircraft which will appear at the Display. Nor is it publishing a detailed description of the Display. All these things may be discovered in the Official Programme of the Display, Price Is. This fact deserves to be emphasised because the proceeds of the sales of the Programmes go to increase the R.A-F. charities which are administered by the Royal Air Force Memorial Fund, which was founded in memory of officers and men of the Royal Naval Air Service, the Royal Flying Corps and the Royal Air Force who died during the War. And none shall accuse this paper of depriving such a charity of its income. This Memorial Fund has done philanthropic work of enormous value ever since the end of the War, and though it has a good deal of money, every penny is welcomed. Therefore one hopes that besides going to the Display all readers of this paper will buy their programmes like little ladies and gentlemen. And so, let us all hove for the right sort of weather and a record-breaking crowd on Saturday. But let us remember also that even if the weather should be of the worst possible, the training of the R.A.F. is such that, weather permitting: or not, it will certainly put up the finest show of flying that can be seen anywhere in the World, because we have the best men and the best aero- planes and the best engines and the best system of training in the World.—c. Gc. Gc. THE SEGRAVE MEMORIAL. A number of.well-known people connected with motoring, fiying and motor-boating, have proposed that a trophy shall be put up in-memory of the late Major Sir Henry. Segrave and to commemorate his achievements. The sugges- tion is that the Trophy shall be awarded each year to the British subject who gives the best demonstration of the possibilities of travel by land, air or water. The Memorandum which contains this proposal says :— “We have in mind a scheme to encourage the youth of Great Britain to follow after and attain the ideals which Sir Henry Segrave kept always in his heart. It is for this reason and because we know it is the memorial which he himself would most appreciate, that we are providing a trophy to be known as ‘the Segrave award for achievement on land, water, or in the air.’ The simple idea behind this tribute is to stimulate others also to uphold British prestige before the world by demonstrating how the display of courage, initiative and skill, the spirit of adventure itself, can assist progress in mechanical development.” The award will be made, according to the Memorandum, ‘every year “to the Briton who, in the opinion of the awarding committee, accomplishes the finest, most gallant demonstration of the possibilities of travel by land, air, or water.” The awarding committee will consist of the chairman of the Royal Automobile Club, the chairman of the Royal Aero Club, the president of the Marine Motoring Association, and the chairman of the Newspaper Proprietors’ Association. The only possible objection to this seems to be the inclusion of a newspaper man on the Committee. Such is the jealousy in the news trade that the presence on the Com- mittee of a man associated with one paper might well antagonise all papers belonging to all other groups, and so might get the Memorial a bad Press. The signatures to the memorandum include those of :— Lieutenant-Colonel J. T. C. Moore-Brabazon, Lord Louis Mountbatten, Sir Arthur Stanley, Mr. Malcolm Campbell, Mr. H. G. Selfridge, junr., Mr. K. Lee Guinness, Mr, Algernon Guinness, Lord Cottenham, Lord Howe, Major AIR VISITORS.—A view of the tarmac at Heston with the assembled aeroplanes of competitors and visitors for the Gwynn Maddocks Cup competition.—(‘ Aeroplane ” photograph.)

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JUNE 25, 1930 The Aeroplane | 1199 ee = > we ‘o Sy he ak 3h ° « > ¥ 7 ry 4 ec 22ers yy ’ oe we PELE Less Les AGS Les abs LES ABS OSS NES ES LEER TTS CZ LEZEN GZ BCL AO NS PL A NGS SN . NAPIER ay ‘ “ Aero Engine Successes So Oi Ue in AIR We FIRST and only non-stop flight from England to India— oy 4,130 miles in 50 hours 38 minutes. NAPIER engine Ue FIRST and only formation flight from England to Australia— ee 180,800 engine miles without mechanical trouble. OAs NAPIER engines <8 For five successive years four aircraft have flown in formation Wo from Cairo to Cape Town and back, covering in all an aggregate of Ast 208,000 engine miles without trouble. NAPIER engines x Ww ) 55: on LAND oy a World’s land speed record. The late Sir Henry Segrave driving ee ee his Irving-Napier set up the World’s land speed record of © BS, cay 231 mp.h. NAPIER engine AN AD. Capt. Malcolm Campbell with his Napier engined Bluebird set up gs y World’s land speed records for 5 miles—211 m.p.h.—and uC AN 5 kilometres—216°O3 m.p.h. NAPIER engune “ ? ss on SEA ‘ - ‘ The World’s record speed for single engined motor boats, the 7 we Championship of the World, Championship of Germany and &, 3 me Championship of Europe were secured by the late Sir Henry EAS cae) Segrave driving his Napier engined Miss England. é we | NAPIER engine S740 aS : & WN, Gy 2 The finest aero engine in the World &; D. NAPIER & SON LTD. "Ce uy Yo g? 9 ACTON, LONDON, W.3 4 KINDLY MENTION “THE AEROPLANE.” WHEN CORRESPONDING WITH ADVERTISERS.

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1200 aa Colin Cooper, Sir Philip Sassoon, Mr. T. O. M. Sopwith, and Mr. Tim Birkin. Subscriptions may be scent to Lord Brecknock, Westbourne House, Westbourne-strect, ~W.2. This memorial ought to.appeal vividly to all readers of THE AEROPLANE. Henry Segrave made his name as a flying Officer long before he became prominent in connection with motoring. And those who served with him will certainly wish to help to make the memorial a success. Those who have only been associated with him recently will equally wish to.participate. And those who do not know him at all but who realise how important his short connection with Civil Aviation has been should certainly help to make the contribution of the aeronautical community to the memorial not less important than that of those who are concerned with motoring and motor-boating.—c. Gc. c. FLYING IN FOG. A series of experiments in connection with the investiga- tion of flying in fog have recently been made by the Royal Aircraft Establishment at Farnborough. On June 18 a pilot of the R.A.F. flying a standard Avro acroplane and carrying a member of the Air Ministry Scientific Research Staff as a passenger, made a succession of five successful landings at Farnborough through a real fog which rose to height of 90 feet above the ground. The apparatus used consisted of a small tethered sighting balloon 400 feet above the ground and about half a mile from the aerodrome. The machine had a pitch and yaw indicator on the dash board and a weight suspended by a wire a few feet below the landing carriage. The aeroplane left the ground for the first trial at 04.45 hours and flew through fog until it got into clear air above and then made use of the known height and position of the balloon to return to the aerodrome, gliding past the balloon at an angle indicated by the instruments and landing on the surface of the aerodrome by means of the indications given to the pilot by the lighting up of a red lamp on the dashboard when the suspended weight touched the ground. The test was entirely successful and the pilot reported no difficulty. The machine took off again and the first. trial was repeated. This also was successful. Three further trials were made. From observations made from the top of the balloon shed at Farnborough note was made that when once the aeroplane disappeared from view in the top of the fog it was not seen again until after it had landed and taxied out into a clear area near the sheds. Though the clearer areas of the fog moved somewhat during the test the aircraft was not visible from the sheds at the moment of landing. These experiments are considered to indicate a real advance in the technique of fog landing and the method should be of great practical use. ° Regular readers of THE AEROPLANE will remember that the use of kite-balloons and “landing-sticks” of the type used by flying-boats in 1917 and later, was advocated in this paper for several years after Civil Aviation began in 1919, but the advocacy was abandoned some five years ago as any further pushing of the Scientific people seemed waste of time and space. They are to be congratulated on having re-discovered the idea. Which reminds one of some equally interesting research experiments made at Upavon in the Autumn of 1918. Colonel Scott was in command at the time, but one cannot re- member that he took any active part in the experiments. The apparatus was simple. It consisted of a large tethered goat, alleged to be the property of the Padré. No pitch and yaw indicators were required, nor was there a red lamp on the dash-board. When lost in the fog the pilot had simply to lean over the side and sniff and his home aerodrome direction, as well as his height, were immediately indicated. The untimely demise of the goat by order of a senior and unpopular officer who had found it in his bed, put an end to these experiments but they were considered to indicate a real advance in the technique of fog landing. ROYALTY AT DESFORD. On Friday, June 13, His ‘Royal Highness the Duke of Gloucester flew from Northolt to Desford to open officially the Leicestershire Agricultural Show. At 11.10 hours the Royal aeroplane left Northolt, piloted by Sq. Ldr. Don, accompanied by a second machine carrying Captain Howard Kerr, the Duke's equerry, and his pilot, Flg. Off. Pearson Rogers. The two machines flew low over the Agricultural Show ‘grounds, where an enthusiastic demonstration took place, and landed at Desford Aerodrome a few minutes later. The Duke was greeted by Mr. W. Lindsay Everard, M.P., President of the Leicestershire Aero Club, and Mrs. Everard. Mr. Everard handed to the Royal visitor a letter announcing that he had been elected an Honorary Member, and asked him to accept a membership badge, which the Duke took. After opening the show His Royal Highness left Desford by air at 17.20 hours and reached Northolt at 18.15 hours. The Aeroplane JUNE 25, 1930 LEADERS OF THE MOVEMENT. —Mrs. Alan S. Butler, Mrs. Nigel Norman and the Puss Moth at Heston for the Household Brigade party, which did much to bring the right people into the Flying Movement. THE KING’S CUP RACE, This race will start at 7 a.m. from Hanworth on July Do. The winner is expected to cross the finishing line at about 5 p.m. Flying will go on all day. Displays will be given at 12.0 noon, after the competing machines have started, and again between 3 p.m. and 5 p.m. Admission to the public enclosures will cost Is., 2s 6d. and 5s. Cars 2s. 6d. Tickets from usual agents. Luncheon, tea and refreshments (fully licensed) in all enclosures. Tickets for the Club Enclosure may be had as follows :— Members of the Royal Aero Club: Admission free for mem- bers on presentation of Royal Aero Club badge. Motor car 2s. 6d. Guests accompanying member 5s. Tickets from Hall Porter, Royal Aero Club. Members of Associated Light Aeroplane Clubs: Admission for member 5s. Guests accompanying member 5s. Motor- car 2s. 6d. Tickets from Club Secretary. Members of the Royal Air Force Club: On same condi- tions as Light Aeroplane Clubs. Members of N.F.S. Clubs: Admission free for member. Motor-car, free. Guests accompanying member, 5s. Tickets from the Secretary, National Flying Services, Ltd., Grand Buildings, Trafalgar Square, W.C.2, or from the Club. Private Owners and friends arriving by air: Admission and landing free. Tickets from the Secretary, National Flying Services, Ltd., Grand Buildings, Trafalgar .Square, W.C.2. [In connection with this, one would ask why N.F.S. Club members should be allowed to take their cars in free, when members of the Royal Aero Club have to pay for their cars to enter? Considering that this is a Royal Aero Club Meet- ing, and is only held at the N.F.S. aerodrome as a special favour to that firm, surely the privilege should be the other way round.—c. G. G.] THE VEXED QUESTION AGAIN. Separate or divided control is the perennially fresh dis- cussion now occupying the French Ministers of Foreign Affairs, Finance, War, Marine and Air, under the chairman- ship of the Prime Minister, M. Tardieu. A movement to put Civil Aviation under a control separate from the Mili- tary and Naval Air Services and to put the present Air Ministry under the Ministry of War is being supported by the Ministers of War and Marine.

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JUNE 25, .1930 The Aeroplane | | ‘ai HERMES , : se eieties De aee me) eas: MOTH SESS SNE OS Le ne Se . oHCASNS : AMPHIBIAN CIRRUS ENGINES © FOR EVERY PURPOSE Over LAND AND SEA IN WORLD FLIGHTS BY FAMOUS PILOTS, IN AIR RACING, IN THE DAILY ROUND OF CLUB WORK, FOR SERVICE TRAINING, IN GREAT BRITAIN, EUROPE, AND THROUGHOUT THE WHOLE WORLD, : CIRRUS ENGINES HAVE GIVEN PROOF OF THE UTMOST RELIABILITY, TOGETHER WITH AN UNEQUALLED CAPACIrY FOR HARD WORK UNDER ALL CONDITIONS. — REGENT HOUSE — — CIRRUS AERO-ENGINES Ltd. CIRRUS HERME? 89, KINGSWAY, LONDON, W.C.2. TELEPHONF: HOLBORN 4076 = — CABI.ES: " OCIRRUSO, LONDON.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS, 6 -_—__ —__-+-- , Ps

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1202 The Aeroplane JUNE. 25, 1930 A NEW TUNNEL FOR THE N.P.L. The National Physical Research Laboratory at Tedding- ton will shortly be equipped with the new variable density tunnel which has just been built at the Sheffield works of John Brown and Co. Ltd. The behaviour of materials and sections at ultra-high speeds is still very much an unknown quantity, and the only practical way to reproduce these conditions seems to be in atmosphere of greatly increased density. To achieve high pressure in a space large enough to contain a wind- tunnel and its equipment is a tremendous undertaking, but the National Advisory Committee for Aeronautics in the U.S.A. tackled the problem some ten years ago, and seven years ago were already discovering unsuspected facts about high-speed requirements. Their first tunnel (which was actually invented and de- signed by a German aerodynamic engineer imported to America just after the War 1914-18) burst and caught fire, but another one has since been built. To-day the feeling in America is that a high-pressure tunnel is of less use than a real high-speed tunnel. So after all we may be lagging behind with our latest scientific toy. The new British tunnel, or rather its container, is 50 ft. long and has an internal diameter of 17 ft. It is built of four of the largest seamless rolled-steel rings ever made, and these are joined by encircling butt-straps of tremendous size and strength. The hemispherical ends are made of steel castings, two each, which are joined by flanged and studded joints. Tha container has been tested to 550 lbs. per square inch (or getting on for 40 atmospheres) and weighs 250 tons. INCIDENTS. On June 22 Mr. Eric McElroy and Mr. J. A. Scheffs, of London, were slightly injured when the aeroplane in which they had just taken off from Ostende for Abbeville failed to clear some houses. The pilot, M. Bolline, was seriously hurt and a woman in the cou iyard was struck on the head with the tail skid which fractured her skull. On June 22 Mr. Hilton Murray Philipson, of St. James’ Court, London; Mr. James Murray Philipson, his brother, and their mechanic, came down with their Puss Moth in the English Channel between the north and east Goodwins. They ran into fog soon after starting from Croydon and were forced down to the water. While flying round a trawler the machine touched the water and went in. All three escaped, the Philipson brothers through the door and their engineer through the emergency exit in the roof. They hung onto the aeroplane, which was sinking, and were rescued. by the trawler Sirius. Before it went down Mr. James Murray Philipson dived for his passport which was in the cabin, and their baggage was also saved. There was no question of engine-trouble of any kind. THE STOCKHOLM AERO SHOW POSTPONEMENT. Because of a strike the large central building and exhibi- tion hall at Stockholm will not be finished in time for the International Aeronautical Exhibition announced for Sept. 6. Therefore the Committee has decided to postpone the show until May 15-31, 1931. This is a grave error of judgment if the Committee want any support from the British Aircraft Industry, for these dates will practically clash with the dates of the Buenos Aires Exhibition, on which the British Trade will probably concentrate its energies,—seeing that there are many times as much business to be done in aircraft in South America as there is in Scandinavia. A MEXICAN RECORD. A non-stop flight from New York to Mexico City was made on June 21 by Col. Roberto Fierro, of the Mexican air forces. ‘The journey took 16 hours 33 minutes, or an average speed of 133 m.p.h., and was made in a low-wing Lockheed Sirius monoplane. THE TERRESTRIAL HEIGHT RECORD. The expedition which set out to conquer Kanchenjunga, 28,150 ft., which is one of the tallest peaks in the Hima- layas, were unable to reach its summit and consoled them- selves, according to The Times of June 21, by climbing Jonsong Peak. This mountain is 24,000 ft. high and is said to be the most exalted piece of ground yet reached by man. It was climbed on June 3 and 8 by two separate parties of the expedition. The rumour that Jonsong will hereafter be known as Amy Peak is said to be without foundation. RECOGNITION. Aviation is at last an established fact. All of those who have been following flying for the last twenty years will be delighted that we have now received proper recognition. The “ Police Review and Parade Gossip,’ which claims to be the leading and recognised organ of the Police Service, published on June 20 a Supplement giving a complete table of the identification marks of military and civil aircraft of all countries. We can now claim that aviation, like all noteworthy or notorious persons, is well known to the Police. THE MYSTERY SHIP. The following appeared in the daily papers on June 24:— Captain R. D. Archibald, the British flyer, arrived in New York yesterday in the liner Pennsylvania with a tiny sky-going car which, he said, he would carry in his ‘plane on future flights. He is having a ’plane built with a parking space for the car, which weighs only 1,100 lb., and stands about three feet high.—(Reuter.) ; If anybody has ever heard of this gentleman and his wonderful scheme this paper would like to know some- thing about him. THE AEROPLANE hates being left out of these secrets.of great aviators.—c. G. G. AN AID TO SCIENCE.—The Variable Density Wind-Tunnel which is about to be built into the Natiorial Physical Laboratory at Teddington,

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‘¢Squadron-Leader Summers, flying a ‘Bristol’ Bulldog machine at an average speed of 163 miles | per hour, won the Victorian Aerial Derby to-day. There were 26 competitors.” Reuter’s message from Melbourne, dated May 24th, 1930. THE BRISTOL AEROPLANE CO., LTD. FILTON — BRISTOL. Telephone: 3906 Bristol. - Telegrams: ‘Aviation, Bristol." — KINDLY MENTION -“THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 25, 1930 THE ROYAL ~— mse The London Gazette. Air Ministry, June 17. Royat AIR FORCE. GENERAL DuTIES: BRANCH.—The following Plt. Offs. are promoted to the rank. of Fig. Off.:—-A. M. Cowell (Apr. 8); J. A. Easton (June 6): J. D. Rutherford, K. R. Coates, G. P. Charles, H. M. Pearson (Jume 15). ~.| The following are placed on the retired list at their own request :— Group.Capt. A. B.-Burdett, D.S.O. (June 12); Sq. Ldr. G. S. Trewin, A.F.C. (June 17). Fig. Off. H. A. Howes is transferred to the Reserve, Class C (June 5). The S.S. comns. of the following Plt. Offs. on probation are ter- minated on cessation of duty:—N. H. Bantoft (June 18); J. H. Bell (June 13). Lt. F. G. Wynne, R.N., Fig. Off., R.A.F., ceases to be attached to the R.A.F. on return to Naval duty (June 2). MEDICAL BRANCH.—Fit. Lt. W. D. McKeown, M.B., B.Ch., relinquishes his S.S. comn. on account of ill-health (June 18). RESERVE OF AIR FORCE OFFICERS. GENERAL DuTIES BRANCH.—C. W. J. Allen is granted a comn. in Class AA (i) as a Pit. Off. on probation (June 2); C. J. Sanders is granted a comn. in Class A as a Plt. Off. on probation (June 3). The following Plt. Off. on probation is confirmed in rank:—C. G. Higgins (June 5). Fig. Off. C. E. Baldwin relinquishes his comn. on completion of service (Feb. 17). ACCOUNTANT BRANCH.—Flg. Off. A. L. Palmer relinquishes his comn. on completion of service (Apr. 11). MEDICAL BRANCH.—Fit. Lt. R. F. T. Grace, M.D., is re-employed with the Regular Air Force for a further year (May 19); Fit. Lt. T. M. Walker, M.R.C.S., L.R.C.P., is re-employed with the Regular Air Force for a period of one year (June 2). AUXILIARY AIR FORCE. GENERAL DUTIES BRANCH.—No. 608 (NORTH RIDING) (BOMBER) SquapRON.—W. H. Davies to be Sq. Ldr. and to command the Squadron (Apr. 28). ae Appointments. Week ending June 23. GENERAL DUTIES BRANCH.—Wing Commander D. A. Oliver, D.S.O.. O.B.E., to Half-pay List. 22/6. Squadron Leaders J. M. Robb, D.S.O., D.F.C., to Grantham, 4/6. G. E. Godsave, to H.Q., Coastal Area, N@, .3° 2.1.33, 16/6. The Aeroplane = te c rot FORCE. Flight Lieutenants H. S. Sandiford, to R.A.F. College, Cranwell, 16/6. R. A. Seaton, to R.A.F. Depot, Uxbridge, 26/5. H. G. P. Ovenden, to No. 58 Sqdn., Worthy Down, 26/5.. K. L. Harris, to Half-pay List, 17/6. F. J. W. Mellersh, A.F.C., to Oxford University Air Sqdn., 19/6. M. H. Garnons-Williams, to A. and G.S., Eastchurch, 13/6. C. Guppy, to Station Flight, Upper Heyford, 19/6. H. A. J. Wilson, O.B.E., to R.A.F. Depot, Uxbridge, 13/6. J. H. Hagon, to Station H.Q., Doni- bristle, 12/6. H. F. Bradley, to No. 10 Sqdn., Upper Heyford, 10/6. R. K. Emerson, to H.Q., R.A.F., Middle East, Cairo, 1/6. A. D. Macdonald, M.C., to R.A.F. Depot. Uxbridge, on appointment to a S.S. Comn. (Supplementary List), 16/6. a ; Flying Officers A. P. Wayte, to R.A.F. Depot, Uxbridge, 26/5. A. L. T. Naish, to No. 55 Sqdn., ‘Iraq, 13/6. R. A. R. Robinson, to R.A.F. Depot, Uxbridge, 6/6, : Pilot Officers M. V. de Satge, to No. 504-Saqdn., Nottingham, 12/6. G. G. Barrett, to No. 203 Sqdn., ‘Iraq, 7/6. F. R. Drew, to No. 203 Sqdn., ‘Iraq, 7/6. MEpIcaAL BrANcH.—Squadron Leaders G. S. Marshall, O.B.E., .to R.A.F. Depot, Uxbridge, 15/5. W. F. Wilson, M.C., to R.A.F. Depot, Uxbridge, 26/5. Stores BRANCH.—Squadron Leader F. E. J. Coates, to Station H.q., Manston, 2/7. : Flight Lieutenant C. W. Rugg, to R.A.F. Reception Depot, Drayton, 5/6. Flying Officer H. J. Young, M.B.E., to R.A.F. Depot, Uxbridge, 1/6 ACCOUNTANT BRANCH.—Flight Lieutenant D. F. A. Clarke. to R.A.F Depot, Abukir, Egypt, 5/6. Fatal Accidents. . | The Air Ministry regrets to announce that as the result of an accident at North Weald, Essex, to a Moth machine of No. 29 (Fighter) Squadron, North Weald, on June 17, 1930, Wing Commander Bernard Edward Smythies, D.FC., the pilot of the Aircraft was killed, and 561152, A.C.1 Frederick Reginald Stanley Holben was slightly injured. At the Inquest at Epping on June 18 evidence was given that after taking off, the machine struck the awning of a roller on the aerodrome. Some further information has been Wing Commander Smythies. He was flying a Moth, and instead of taxying out from the shedr West received about the death of ANDOVER AT HOME.—A Squadron of Armstrong Whitworth Siskins (Jaguar) flying past the Exhibition Park of various machines at the R.A.F. Display at Andover on June 20. In the middle of the aerodrome is one of the three tents which were demolished by the converging bombing attack of No. 404 (Fleet Fighter) Flight, —(“ Aeroplane ” photograph.) DO NOT FORGET THE R.A.F. DISPLAY ON JUNE 28.

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- ‘ - “é ee ? be oe ood ¢ ¢ > ' Tea a, ; J ya Me 3 .* p> Sem Sl f .: ' 4 Pra y 10400 Bs Me > Fitna ; o ¥ . ‘ E a 2 fe « peer * R “ is % : ae 4 S . & ; apy > ay “ * : ’ 4 Pee h . : ’ be eRe ay rg a as: EIA, “Dies, Ld ’ coe ty » a ba 85 is ‘ pA a a rs : cn Ee “ie BUWT oe) . f en: ‘ *s ; f: 4 . > Lae , t “ 5 : 2 ? Sy ~ . ‘ . “. » 1206 The. Aeroplane . JUNE 25, 1930 with the usual S turn, to get a clear view of everything in the up- wind direction, he .took straight off into the wind without noticing that there was a steam-roller directly. in the line of take-off. The machine hit the top of the cab of the roller, turned upside down over it and caught fire. ‘The Air Ministry regrets to announce that as the result of an accident at Farnborough, Hants, to a Bristol Fighter machine of the School of Photography, Farnborough, on June 18, 1930, Flying Officer John Cecil Lauga Claxton, th pilot and sole occupant of the. aircraft, was killed. At the Inquest at Aldershot on June 19 Wing Cdr. F. C. Laws said that he thought that Claxton might have made a mistake when changing from one petrol tank to another as he opened the thrott-e fully. The engine might have been starved for petrol. © Fighter Squadron Markings. The following information will enable readers of THE AEROPLANE to identify Fighter Squadrons at the R.A.F. Dis- plays. The markings are painted on the side of the fuse- lage and along the upper side of the top plane of each machine. No. 1 SQUADRON :—Two red bars with a white bar between them, all bars of equal width. No. 3 SQUADRON :—A green bar. No. 17 SQuaADRON :—Two black parallel zig-zag stripes. No. 19 SQuADRON:—A double row of blue and white squares. No. 23 SQUADRON :—A single row of blue and red squares. No. 41 SQUADRON :—A red bar. No. 43 SQUADRON:—A double row of black and white squares. No. 54 SquaDRON :—A yellow bar. No. 56 SQUADRON :—A double row of red and white squares. No. 111 SquaDRON :—A black bar. Group Captain Burdett. Group Captain Burdett, D.S.O., has been placed on the Retired List at his own request. He was seconded to the Royal Flying Corps from The York and Lancaster Regiment In June, 1914, and went to France on the outbreak of War with No. 2 Squadron. An account of his Service career avveared in THE AERO- PLANE Of Feb. 29, 1928, on his appointment to command No. 21 Group, R.A.F. He has recently been appointed Secretary of the Royal Air Force Club in place of Capt. Wynyard Wright, who is now secretary of Boodle’s. Civilian Stores Officers. An Air Ministry Order states that a number of vacancies for civilian stores officers have arisen and others may arise at home and overseas units. The apvointments are at Civil Service rates of pay, with a foreign service allowance for those appointed for duty overseas. Applications from officers on the retired list or on the re- serve who have had service as stores officers in the R.AF. and are familiar with the stores-accounting regulations are invited and should be addressed to the Secretary, The Air Ministry. The Study of Modern Languages. An Air Ministry Order states that the following airman passed the Colloquial Arabic examination in January, 1930, and his name therefore should be added to the list of suc- cessful candidates :—No. 361992 L-AC. J. J. T. Harrison. The Andover Display. . Air Vice-Marskal Sir John Steel and the Officers of the- Royal Air Force Station, Andover, were At Home on June 20, | when the Guests were entertained with a display of flying - by the R.A.F. _ The Andover Display is not exactly a rehearsal of the- R.A.F. Display at Hendon, but several of the events to be: given at the Hendon Display are given at Andover. The low clouds and heavy showers of fine rain so well . known at Andover made one of the worst possible days- for flying, and arriving guests were faced with a black-- board which informed them that the start of the pro-- gramme had been postponed for half an hour and that. unless the clouds, which were then at 500 feet, rose to at least 1,000 feet, most of the events would have to be: cancelled. In spite of this ominous warning and the still more ominous weather the programme began punctually at 15.30 hours and continued without alteration or interrup-- tion to the end. Therefore both the warning, which may be attributed to the Staff College, and the display, which was: the work of. Units of the Air Defence of Great Britain,. conformed with the Service tradition. The first event was balloon-hunting by a Bristol Fighter (Rolls-Royce), which resulted in the demolition of a number: of harmless toy balloons by this aggressive-looking aircraft. While the Bristol was in the air three Fighter and three Day Bomber Squadrons lined up on the aerodrome and,. when the Bristol landed, took off by Squadrons in forma- tion. They were No. 29 (Fighter) Squadron, No. 56 (Fighter) Squadron, and No. 111 (Fighter) Squadron, all with Armstrong. Whitworth Siskins (Siddeley Jaguar): No. 12 (Bomber) Squadron, Fairey Foxes (Rolls-Royce or Curtiss) and No. 35 (Bomber) Squadron and No. 207 (Bomber) Squadron, both with Fairey III F’s (Napier Lion). The Squadrons disappeared into the clouds and an exhibi- tion of inverted flying was given in an Avro training. machine (Siddeley Lynx) of the Andover Station Flight. The skill with which this machine was handled gave an impression of leisurely ease which was in its way as delight— ful as the crazy-flying exhibitions usually given on these machines. As it landed the six squadrons came roaring out. of the mist from the west and, after passing straight over they flew past in front of the spectators in squadron forma- tion and quite low. They were a most impressive spectacle. The Fighters returned to their home stations without land— ing and the Bombers cruised around waiting for their next. turn. The programme announeed that a demonstration of in- dividual aerobatics would be given by two Siskins of No. 56 (Fighter) Squadron but actually only one of them went up. This was a particularly pleasing demonstration of the high standard of aerobatie training which is achieved in the fighter squadrons of the R.A.F. this case the aerobatics were performed particularly near the ground which was appreciated by the spectators but more difficult for the pilot. | ; The evolutions by three Day Bomber Squadrons was carried out by the three squadrons which iad taken part in the previous formation flying and consisted of the: usual changing formation movements. Considering the: weather they were remarkably steady and accurate. For the Message-Picking-Up demonstration, which should! 1 AAS S OES” THE FLYING PETROL KETTLE.—This most amazing aircraft was built and taxied about the aerodrome by some of the airmen at the R.A.F. Display at Andover. It is actually a complete Bristol Fighter—and. then some, —(‘‘ Aeroplane ’”’ photograph.) DO NOT FORGET THE R.A.F. DISPLAY ON JUNE 28.

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June 25, 1980 The Aeroplane | __ 1206a a FIRTH VALVE STEELS FOR THE SCHNEIDER WINNER EW more drastic tests of valve steel could be imagined than in the case of the Schneider Winner. The winning Rolls-Royce Engine was fitted with valves made from the very latest development in valve steels, namely FIRTH wat Be sree This steel combines unique advantages of optimum strength at elevated temperatures with resistance to scaling. For aero engine valves Firth H.R. Crown Steel has proved itself superior to all other steels. Write for booklet 229 on Firth Stainless and Heat Reristing Steels —it will gladly be sent upon request. THOS. FIRTH & SONS, LTD., SHEFFIELD. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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"32068 The Aeroplane JUNE 25, 1930 have been done by six Armstrong Whitworth Atlases (Siddeley Jaguar) of No. 2 (Army Co-operation) Squadron, only one Atlas got through from Manston. The pilot of this machine did the job so well that the others were hardly missed. He made four runs and picked up the first two perfectly from a string across two posts. He missed it on the third run, through diving too sharply, but picked it up on the fourth. The return messages were dropped with remarkable accuracy, for each one fell within five yards of its mark. : ' For the Parachute Descents two Vickers Vimys of the new training type with Bristol engines went up with the parachutists on the wings. Two live pull-off drops were made from each machine but not enough allowance was made for the wind, and the parachutists all alighted in a wheat-field on the other side of the road which runs along the north boundary of the aerodrome. . The Air Combat between one Hawker Horsley (Rolls- Royce Falcon engine) of No. 100 (Bomber) Squadron and three Bristol Bulldogs (Jupitor engine) of No. 3 (Fighter) Squadron, was rather a heartless affair. The Horsley was practically cold meat from the beginning. However, some new and interesting air battle tactics were shown, and one of the Bulldogs was shot down “according to plan” before the Horsley gave in. Six Handley-Page Hyderabads (two Napier Lion engines) of No. 10 (Bomber) Squadron then took off and flew past with loud and beautiful noise, after which came one of the best events in the Display. This was an exhibition of Squadron Aerobatics by No. 43 (Fighter) Squadron in Siskins. The three machines of each Flight were roped together with rubber cords. The squadron manceuvred in beautiful formation backwards and forwards over the aerodrome and included a crossover-turn in their evolutions. The cords remained unbroken and were not even strained until the whole Squadron looped in formation, when one machine dropped back and the cord snapped. Anyway it was a magnificent display of accurate judgment and piloting. {The left-hand formation was inclined to crowd in on the leading formation, so that at times the left-hand man of the leading formation had to drop back to avoid colliding with the right-hand man of the left formation.—c. G. G.] After this all the machines of different types which the spectators had been allowed to examine at their leisure in the special park taxied past in line and then took off and flew past, diving in salute. They were a Bristol Fighter (Rolls-Royce), a Moth (Cirrus), a Fox (Curtiss D.12), a Fairey III F (Napier), a Bulldog (Jupiter), a Flycatcher (Jaguar), a Siskin (Jaguar), a Sidestrand (2 Jupiters), a Victoria (2 Napiers), a Hyderabad (2 Napiers), a Virginia (2 Napiers), a Ripon (Napier), and a Blackburn (Napier). ‘The most exciting event in the programme came last when four Fairey Flycatchers (Siddeley Jaguar) of No. 404 Fleet Fighter Flight from Donibristle made a_ converging machine-gun and bombing attack on a small group of three tents on the aerodrome. The dives were beautifully timed and the bombing astonishingly accurate.—c. M. MCaA.] Two More Caterpillars. With reference to the accident at Upavon on June 12, in which Sjt. F. E. O’Meara lost his life, the pilot of the Bulldog, Pit. Off. Lord Malcolm Douglas-Hamilton, and the gunner of the Horsley, L-AC. W. Hagan, escaped by parachute. No Sex Appeal in the R.A.F. In the House of Commons on June 17, Mr. Holford Knight asked the Under-Secretary of State for Air for what reason facilities had been refused to a British film compgny for making a film which had been sponsored by the “ Imperial Air League,” about the Indian Air Mail and the work of the R.A.F. in guarding its routes? Mr. Montague replied that the Secretary of State for Air was opposed to the participation of officers and other ranks of the R.A.F., under orders, in the making of films which inevitably ‘involved a pseudo-romantic and theatrica! atmo- sphere entirely unsuited to their profession and trad*tions. No scenario as yet submitted to the Air Ministry, including that under reference, had been free from these drawbacks. [Mr. Montague’s decision and Lord Thomson’s opposition will be received with gratitude and commendation. by all right-thinking people.—Eb.] No. 56 Squadron Re-Union. A re-union dinner of No. 56 (Fighter) Squadron, R.AF., will be held at North Weald, Essex, on July 18. Any officer who has served with this Squadron and who has not already received an invitation is invited to apply for particulars to ‘the Officer Commanding No. 56 (Fighter) Squadron, North Weald, Essex, who will arrange accommodation for the night if required. FROM STALL TO HITCHING POST. R.101- was taken from her shed at Cardington in the early hours of Monday, June 23, and walked across to the moor- ing rnast in a steady wind of 11 miles ver hour, which luckily blew lengthwise of the shed. The airship will make several flights during the week and may appear at the R.AF. Pageant on Saturday. LIEUTENANT-COLONEL RABAGLIATI. Lieut.-Col. C. E. C. Rabagliati, M.C., late R.A.F., who was very seriously injured when the racing car which he was driving at Brooklands about seven weeks ago overturned was sufficiently recovered to leave the Weybridge Hospital on June 19. . Lieut.-Col. Rabagliati went to France on August 14, 1914, with No. 5 Squadron Royal Flying Corps. He was at that time a Lieutenant in the Yorkshire Light Infantry, attached to the R.F.C. for duty as a Flying Officer. He was awarded the Military Cross in 1915 for gallantry in action and retired from the R.A.F. in 1919 with permission to retain the rank of Lieutenant-Colonel. Of late years he has been intimately concerned with the insurance of aircraft, and’ is a member of the British Aircraft Insurance Group. TORPEDO CRAFT.—A Blackburn Dart (450 h.p. Napier Lion engine) flying over a variety of coastal defence aircraft at the R.A.F. Base, Gosport—a few weeks ago. The Dart is the equipment of a number of Fleet Tor- pedo Bomber Flights and of the Base Torpedo Section, Gosport, —(‘‘ Aeroplane” photograph.)

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JUNE 25, 1930 The Aeroplane 1207 AAT CANADA, KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ee Google

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1208 The Aeroplane JUNE 25, 1930 THE 3-SEATER SPARTAN Outstanding ... In performance and strength of construction . . The three-seater Spartan with a Cirrus-Hermes engine is a type which is unique among light aircraft and possesses all the qualities required for joy-riding or taxi work, The short landing and take-off runs reduce taxying between flights to the minimum, and the ease z of ingress and egress still-further cuts down the time The ideal spent onthe ground. The rugged strength characteristic - = ge of . Spartan aircraft lowers maintenance costs, and joy a riding makes this three-seater particularly suitable for the a " continuous landings pontine of ‘dine machines. mac h ine, The three-seater Spartans already in use for joy-riding have proved the value of these features, and shown their operators a considerable increase in the ra io of =a takings to total working hours as compared with | other types. SPARTAN AIRCRAFT, LTD. WESTON, SOUTHAMPTON. Aeromarine. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane JUNE 25, 1930 = pees = os =I = = = ae r 5 = St SE EE TE UE UE VE JEEP UE UO VE VE Ve Ve VELE LE Jone ue WEISER [SE » A SRE SR aS EE FESR SRE AR RES ERS WEE JE BE UBUE JE UR USUS SE UE URES GUS UE LEG UR UE UGS REE os Se OSE UR USUR SE Eas UesasFe- SRA RY zi ae "ic =1 oT ae ze Pala i ce E: s a . re de ‘N ea = Pd fd sa MPESMUC TUT TUS i SCUTTLE et DNR RMRr Tt fe TEC Sr Pat Pa ie AND : fre 3) 3 =i We Us. rein os 34 z = er i a aa ir ON Among the various important manufacturing firms which constitute the British Aircraft Industry, an industry which has been recognised by Cabinet Ministers of all parties as one on which the safety of this country in time of war very largely depends, none have had a more remarkable history than that group which is included in the Armstrong Siddeley Development Co. Ltd. This group, which is controlled by Mr. J. D. Siddeley, comprises Sir W. G. Armstrong Whit- worth Aircraft Limited, Armstrong Siddeley Motors Limited and A. V. Roe and Co. Ltd. In this particular supplement to THE AEROPLANE we are only concerned with the two firms first mentioned. Therefore we may turn our attention directly to them. Though Mr. J. D. Siddeley dislikes personal publicity, no history of this group of firms, which is undoubtedly the biggest financial undertaking in this country concerned wholly with the manufacture of aircraft, could be complete or properly explanatory without some account of Mr. Siddeley’s engineering experience before he became con- verned with aircraft. Moreover, his successful connection with aircraft demonstrates more conclusively than do the histories of most men and firms in this trade the direct descent of aeroplanes and airships through the motor trade from that mildly despised vehicle the bicycle-—which was in fact the first engineering product to show the World how lightness and strength may be combined in a _ transport vehicle. The present writer may perhaps be forgiven for emphasis- ing this fact because he himself learned the possibilities of steel in light structures from serving in the Cycle Trade for a long time before those who are motor engineers to-day began to appreciate how lightly steel structures can be built when properly designed. : A PERSONAL REMINISCENCE. Mr. ,Siddeley’s career as an engineer began in 1892, when he was a draughtsman at the Humber Cycle Co. in Coventry under Mr. P. L. Renouf, who was quite one of the most original engineers of his day. Mr. Siddeley transferred to the Rover Cycle Co., a firm whose name is still World- famous both for cycles and cars, in 1896. The present writer had joined the Swift Cycle Co. in 1895, so naturally we met in those early days, for Coventry was then a small place, and the people in one firm generally knew their oppo- site numbers in rival firms, much as they do in the Aircraft Trade to-day. The first Siddeley Motor Cars were produced in 1902-03— which was about as early as could be in the history of motoring, and shows how well Mr. J. D. Siddeley in those days was able to judge the trend of developments. In the years 1904-05 the Siddeley cars were made by the Wolseley Motor Company. which had been developed from the Wolseley Sheep-Shearing Machine Co. Ltd., and belonged to Vickers Ltd. The manager was Mr. Herbert Austin, now better Known as Sir Herbert. These cars soon became famous under the name Wolseley- Siddeley. Though they did not profess to be speed cars they were acknowledged as vehicles of the first class and were particularly noted for the fact that they were designed as gentlemen’s carriages and were adequately equipped for comfort and security as well as having speed and power. Nevertheless some of the early Wolseley-Siddeleys won THE ARMSTRONG WHITWORTH AND SIDDELEY ARMSTRONG FIRMS. —. & important speed events. And one of them was still going strong at Brooklands in 1912 or so. While producing the Wolseley Siddeley car Mr. Siddeley came into contact with Aviation for the first time, for in 1908 he undertook the design and production of an aero- engine for Mr. Dunne, who at that time was making his first experiments with an inherently stable aeroplane. And, be it said, these early 4-cylinder Vee-type Wolseley-Siddeley aero-engines gave extraordinary power for their weight, judged by the standards of that day. From that early con- nection with flying came, during the War 1914-18, the Wolseley-built aero-engines called the Viper, which did good service in S.E.5a’s. and have since ceased to exist except as “disposals” stock. In 1909 Mr. Siddeley left the Wolseley Company to found in Coventry a new firm called Siddeley Deasy Motors Ltd., to manufacture with a free hand cars which embodied all his own ideas of what a proper road-carriage should be. Those who remember the Siddeley Deasy car will remember that it always looked well and it always ran well. Without catering for the sporting section of the motoring public the firm acquired a public of its own which was very well pleased with the products of the Siddeley Deasy Factory. War Work. When War broke out in 1914 the Siddeley Deasy Company undertook the production of the 12-cylinder air-cooled engine designed by the Royal Aircraft Factory as an en- larged version of the then notorious 90 h.p. 8-cylinder Raf engine. This engine, thanks to the skill of the Siddeley engineers, became one of the best engines produced in this country. At first it was used in specially-built biplanes (the B.E.12) for chasing Zeppelins at night. And towards the end of the War the 120 h.p. Raf was the standard power- plant of the very much improved R.E.8s, which did so much good service as artillery-observation machines. In 1914, also, the Siddeley firm undertook to build aero- planes, and produced the first of the R.E.7s,—which were later developed into the R.E.8. And those War-time pilots who were on artillery co-operation duty towards the end of the War will remember that the Siddeley-built R.E.8s were among the best of their class. Somewhere about 1916 the Siddeley Motor Co., having Gone so well in developing the 12-cylinder Raf engine, were given the job of developing the B.H.P. engine. Development in this case meant complete alteration of the basic design, and the engine ultimately produced from the Siddeley works was the famous Siddeley Puma, which did most valu- able work towards the end of the War and was the mainstay of the first years of British Civil Aviation. Even to-day the Puma is an engine of outstanding merit, as is proved by the fact that only a week or so ago an aeroplane with a Siddeley Puma, which cannot have been less than twelve years old, flew from London to Madrid in one day and, after allowing the passenger to transact his business, flew back from Madrid to London in another day. In 1917 Major F. M. Green, of the Royal Aircraft Factory, joined the Siddeley Company for the special purpose of developing radial air-cooled engines. How far the firm’s ideas had advanced is shown by the fact that in 1917 an

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1210 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 experimental Siddeley radial engine was produced which had 14 cylinders and a supercharger. Before the Armistice the firm had already produced some experimental aeroplanes of its own design and was interest- ing itself in steel construction. The result was that shortly after the War was over the first Siddeley Siskin was pro- duced and this machine, now made by Armstrong Whit- worth Aircraft Ltd., is the type most largely used by the Single-seat Fighter Squadrons of the Roval Air Force. POST-WAR DEVELOPMENTS. Shortly after the end of the War, when all kinds of inter- changes of financial interests were taking place, Sir W. G. Armstrong Whitworth Ltd., the great Newcastle engineer- ing firm, acquired an interest in what had then become known as Siddeley Motors Limited. This was the first link with the Armstrong name. Before the War and during the War Sir W. G. Armstrong Whitworth Ltd. had made aircraft which were very success- ful. In fact, the Armstrong Whitworth biplane which was designed and built in 1914 was the only type of aeroplane in the World which was used on active service from the beginning of the War till the end. There was, therefore, a natural affinity between the aircraft department of the Armstrong Whitworth firm and the aero-engine business of Armstrong Siddeley Motors Limited. i After various stages in development of the aircraft de- partment Mr. Siddeley took over on his own account all the aircraft interests of the Armstrong Whitworth firm. And in this way Sir W. G. Armstrong Whitworth Aircraft Limited and Armstrong Siddeley Motors Ltd. came under the personal control of Mr. J. D. Siddeley, as head of the Armstrong Siddeley Development Co. Ltd. And, be it said, both the aircraft concern and the aero-engine concern have been remarkably successful ever since. Before the amalgamation with the Armstrong Whitworth aircraft department the Siskin biplane had _ already achieved a considerable amount of fame. And,—showing how hard custom dies,—even to-day people in the Royal Air Force still habitually cal] the machine the “ Siddeley Siskin,”” when in fact its proper name is the “ Armstrong- Whitworth Siskin.” One can only hope that the descriptive matter which appears hereafter in this number will make clear once and for all the difference between the two firms, although they are in the same group. METAL CONSTRUCTION. Towards the end of the War 1914-1918 a great deal of attention had already been paid to the production of all- metal aircraft. The argument, which is still not ended, between steel and aluminium alloys and between tube and strip material had begun. Mr. Siddeley, with his usual foresight, had investigated all these questions before the Armistice, and had, in fact, acquired a number of patents covering various methods of using high-tensile strip steel_—-which patents are day by day, even now, proving more conclusively their high value. And Major Wyllie, who was responsible for many of the early patents covering this system of construction, is now in the employ of Armstrong Whitworth Aircraft Ltd. and is Still inventing new and improved methods of dealing with strip-steel in the construction of aircraft. Some of these mew methods will be found described hereafter. The Armstrong Siddeley aero-engine works, which are in the same main building as the famous Armstrong Siddeley motor cars, turned their attention, as already mentionea, before the end of the War, to the production of radial air- cooled engines. The result is that to-day the firm have the widest range of air-cooled engines of any firm in the ‘World. They run all the way from the Genet engine of ‘about 80 h.p. up to the Leopard, which is now giving over 800 h.p. The types which are at the moment most generally used are the Genet-Major of about 110 h.p., the Mongoose of 150 h.p., the Lynx of about 220 h.p. and the Jaguar of 500 h.p. The quantities of Jaguar engines which are in daily use in the Royal Air Force, and the high opinion of the engine which is held by the pilots, are the best proofs of its quality. The Lynx has distinguished itself by its use in the B.A F.’s ‘Avro training machines and by a numper of voyages from ‘Holland to the Netherlands East Indies and back, and by numerous other voyages in three-engined Fokker mono- planes. And the Genet-Major has already proved itself to ‘be among the most efficient of small engines for light aero- planes. Lastly, the Mongoose, the least-known of all the series, seems likely to do great things in the Avro Trainer and in the new Hawker Tom-tit training machine. Armstrong Whitworth Aircraft Ltd. have very large works, beautifully situated alongside thelr own aerodrome on Whitley Common, just outside Coventry. It is one of the most charming situations for a factory that can be imagined. And the shops are certainly as well laid out ard ‘as Well-eaquipped as any workshop in the World. Some American factories may be bigger, thanks to the boom in American aircraft, which has recently burst, but certainly none is better equipped or better organised. And certainly in no foreign factory are the uses of steel structures so well understood. The most recent success of the Armstrong Whitworth air- craft works is the Atlas biplane, which has been adopted by the Royal Air Force as the standard type for Army Co- operation work. This machine, with a Jaguar engine, has a very high performance for a general purpose machine of its kind. And it is said to be one of the easiest aeroplanes in the World to fly. When one visited the Armstrong Whitworth works re- cently one saw a number of interesting new types of aero- planes which have recently been produced to Air Ministry specifications. These may not be mentioned by name nor described as types. But one is at any rate at liberty to say that new types are coming through which demonstrate con- clusively that Sir W. G. Armstrong Whitworth Aircraft Limited are determined to hold the place in the Aircraft Industry which has been won for them in the past by the Siskin and the Atlas aeroplanes. Undoubtedly the most interresting feature in the Arm- strong Whitworth works is the way in which steel strip is heat-treated and tempered and thereafter worked up into all kinds of strange but clever shapes which are required to build all-steel aeroplanes. This process of heat-treating. and the various methods of rolling by which the desired sections are made, are described hereafter by Mr Bridg- man. Nothing is more ingenious, and at the same time nothing more effective has been evolved in any class of manufacture. TECHNICAL METHODS. The Armstrong Whitworth methods are undoubtedly ex- pensive at first. ‘The cost of the special tools and the special rolls and so forth is heavy, and could not be afforded if only a few parts were required. But the whole system of manufacture has been designed with mass-production in view, so that on the outbreak of war the system can be adapted to factories which are not primarily aircraft fac- tories at all. Its combined ingenuity and simplicity make it eminently suitable for such a policy. And one believes that by developing this system of construction the Arm- strong-Whitworth aircraft works have done a real service to the nation in providing for mass-production of aircraft in case of war. Considering the necessarily small output of war machines in these days, Sir W. G. Armstrong Whitworth Ltd. main- tain a very large technical staff. They have an excellently equipped aero-dynamic laboratory with a big wind-tunnel. And they have an equally well-equipped laboratory for ex- perimenting with materials, especially their favourite strip- steel. All this technical equipment necessarily adds to the price which the tax-payer has to pay for individual war machines. But the extra cost is well expended when one considers it as a Species of insurance policy which assures us against being let down for supplies of aircraft in another war as we were at the beginning of the War 1914-1918. CIVIL AVIATION DEVELOPMENTS. We must remember also that on the civil side Armstrong Whitworth Aircraft Ltd. have done good service to the nation. We have been told on various occasions by various authorities, such as Sir Samuel Hoare, the recent Con- servative Secretary of State for Air, and by Lord Thomson. the present Secretary of State for Air, and by the chief officials of Imperial Airways Limited, our one and only subsidised air line, that the Armstrong Whitworth Argosy is, so far as can be discovered, the only aeroplane in the World which can pay for its own keep as an ordinary transport vehicle. The amount we pay in subsidy for our air-mail and pas- senger service is proportionately less than is paid in subsi- dies to air transport firms in any other country which possesses aircraft. And this fact is largely attributed by the authorities on the subject to the fact that the Argosy with its Jaguar engines is capable of lifting a greater pay-load in proportion to its power than is any other aeroplane at present in use. Thus we see that whether for war or for peace the pro- ducts of Sir W. G. Armstrong Whitworth Aircraft Ltd. and of Armstrong Siddeley Motors Ltd. are doing good service to the nation. And from personal observation one can vouch for the fact that those who are in charge of the technical progress of these firms will not let them lag behind in the modern race for efficiency. Mr. Siddeley has col- lected a highly efficient staff not only of technicians but of production engineers and they in turn have collected work- men of as good class aS one has seen during a workshop experience of something over thirty-five years. The quality of the material and the quality of the workmanship turned out by these two shops is fully up to the highest standard sey in British Industry.—c. G.G.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY | SUPPLEMENT. 1211 ARMSTRONG WHITWORTH AIRCRAFT. Sir W. G. Armstrong Whitworth Aircraft Ltd. have been pioneers in the manufacture of steel aircraft in this country and until quite recently this firm were the only producers of steel aircraft in series. The company has of late specialised on three types of aircraft, the Siskin Single-Seat Fighter biplane, the Atlas Two-Seat Army Co-operation biplane and the Argosy three- engined 20-passenger cabin biplane for civil use. The first two are standard equipment in the Royal Air Force and the last-mentioned has been built to the require- ments of Imperial Airways Ltd. The Argosy has shown that it has the greatest earning capacity of.any civil aircraft yet produced, and it has gained an unsurpassed reputation for reliability, safety, and low cost of upkeep over a period of three years on the European routes of Imperial Airways. The Armstrong Whitworth Siskin. Sir W. G. Armstrong Whitworth Aircraft Ltd. began ex- periments in steel construction in 1917. The first aero- plane made by this company, in which the whole of the structure was of steel, was flown in 1918, and this machine was the first experimental Siskin single-seat fighter. The Siskin I naturally underwent a long period of de- velopment, but in 1923 the Mk. III version went into pro- fader to provide new fighter equipment for the Royal Air orce. The Siskin, apart from embodying the Armstrong Whit- worth system of steel construction, incorporates several in- teresting points in design to fit it for fighter duties. The requirements of a fighter aircraft are exacting and call for good visibiity, manceuvrability, a high, all-round per- formance, and, as nearly as may be, immunity against at- tack by enemy aircraft. The Siskin has a big upper wing and a small lower wing and the pilot is so seated that his eyes are on a line with the chord-line of the upper wing. He can therefore see above and below the upper wing and, because of the posi- tion of the small lower wing, there is comparatively little to interfere with his view downward and forward. - On account of its good control and inherent stability the Siskin is extremely manceuwrable and easy to fly and its great strength ensures safety even in the most violent manceuvres. According to the type of Jaguar engine fitted (which may be either of the plain or geared or supercharged or geared and supercharged types) the best performance may be ob- tained either near the ground or at heights of from 15,000 to 20,000 ft. From the point of view of invulnerability the Siskin in- corporates an interesting system of wing bracing. . Instead of duplicating the main flying-wires between the planes, from the bottom fuselage rails to the top inter- plane strut fittings, the duplication is achieved by having one wire hetween the points mentioned and a.second flying- wire from the rigid members of the undercarriage to the under-surface of the lower plane at a point directly under the bottom interplane strut fitting. The whole bracing system is perfectly triangulated and the efficiency of the system is such that any one flying wire on either side may be shot through without danger to the aircraft. i As has already been mentioned the Siskin is of aJl-metal construction except for the covering, which is of fabric. The main planes are of unequal span and chord and are interconnected by splayed-out Vee struts, one on either side of the fuselage. = ae The upper plane is..built up of two spars of steel strip and the usual former-ribs, and the lower plane is built round a single tubular spar. The top plane spars each comprise two lengths of rolled steel strips, which form the webs to which are fitted top and bottom flanges also of drawn strip. The assembly is com- pleted by the turned-over edges of the webs and flanges being rivetted together. The ribs are built up of drawn steel tubular-section booms ‘ interconnected by diagonal pressings of trough section. These are attached to the booms by wrap plates and rivets. The fuselage is of tubular construction and is built in two main sections and jointed immediately aft of the pilot's cockpit. The fuselage is assembled by mechanical joints and is braced by swaged tie-rods. The tail.unit is of metal construction and that of the tail plane is similar to that used for the top main planes. The tail plane is adjustable’in the air. . The undercarriage is of the oleo type and consists of a pair of oleo-legs which carry at their: bottom ends a single tubular axle. Two horizontal radius-rods attached to the rear of the axle are anchored to the apices of a pair of rigidly-braced Vees aft of the oleo-legs. To the apices of these two rigid Vees the secondary flying-wires, already described, are also anchored. The pilot’s cockpit is situated under the trailing edge of the upper plane, where the maximum view is provided. The armament consists of two fixed Vickers guns firing forward through the air-screw. Other equipment includes high-pressure oxygen equipment, full electrical installation, which provides for lighting and heating, and a short-wave R/T or radio-telephony installation, racks for four 20-lb. bombs, signal pistol and cartridges, parachute, safety-belt, fire-extinguisher, and provision is made for the installation of a camera-gun on the top plane for fighting instruction. The Siskin is also supplied as a two-seater for instructional purposes. In this machine the military eauipment is taken out and an extra seat is provided aft of the standard cock- pit. This machine is fitted with the standard unsuper- charged Jaguar engine and has a performance which is practically identical ta.that of the standard single-seat Siskin with the same engine. The Armstrong Whitworth Atlas. The Atlas is a two-seat military biplane which has been adopted by the Royal Air Force as the standard two-seat aircraft for Army Co-operation. The construction of this machine will be found hereafter described in the article entitled ‘Metal Aircraft Construc- tion,” on page 1212, and its general appearance may be gathered from the illustration. a For Army Co-operation duties the Atlas is fitted with an elaborate equipment which includes two guns, one firing forward and one aft, camera, complete wireless equipment, message pick-up apparatus, etc. It can also be arranged for use as a bomber or a long-distance reconnaissance ma- chine, for which extra tanks may be fitted. ~ a The Atlas is also supplied to the R.A.F. as an advanced | The Armstrong Whitworth Siskin IIIB singie-seat fighter biplane (Armstrong Siddeley Jaguar engine). . L’Armstrong Whitworth Siskin IIIB biplan monoplace de combat (moteur Armstrong Siddeley Jaguar). El Armstrong Whitworth Siskin TTB bipliano monoplaz de combat (moteur Armstrong Siddeley Jaguar).

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1212 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 A batch of Armstrong Whitworth Atlas two-seat Army Co-operation biplanes (Armstrong Siddeley Jaguar engines) awaiting test at Whitley. Un groupe de biplans biplaces Armstrong Whitworth Atlas de Coopération avec ’Armée (moteurs Armstrong Siddeley Jaguar) en attendant leurs épreuves a Whitley. Un grupo de biplanos biplazas Armstrong Whitworth Atlas de Cooperacion con el Ejército (motores Armstrong Siddeley Jaguar) esperando sus pruebas _ en Whitley. training two-seater. For this purpose the military equip- ment is deleted and the back cockpit is fitted up as an exact replica of the front cockpit. The instructor may sit in either cockpit so that the pilot under instruction may ac- custom himself to flying the machine from the pilot’s cock- pit before he makes his first solo flight. The Atlas has many other applications other than that of Army. Co-operation. With the Jaguar-Major engine, either of the plain or supercharged type, it becomes a for- midable two-seat fighter with a high all-round performance. It can also be made into a high-speed bomber by the addi- tion of suitable equipment. It has also been equipped as a seaplane with a pair of metal floats and a geared Jaguar engine. (See front of cover.) The advantages of using a single type of aircraft for a number of different duties cannot be over-estimated. It results in a large reduction in the number of svare parts to be kept in stock and the pilots and mechanics become accustomed to handling and maintaining one type. The Armstrong Whitworth Argosy. : The Argosy was the first commercial aeroplane huilt by Sir W. G. Armstrong Whitworth Aircraft Ltd.. and a num- ber of machines of this type have now been in use on thé European routes of Imperial Airways Ltd. for several years with unqualified success. The power plant consists of three geared Jaguar engines one mounted in the nose of the fuselage and one on each side of the fuselage between the wings. The main fuel tanks, with a total capacity of 360 gallons, are mounted under the centre-section and give gravity feed to the engines. The passenger cabin has seating accommodation for twenty passengers,—ten on either side of a central gang- way. Each individual seat has an openable window and the cabin is adequately heated, lighted and ventilated. Ample baggage space is provided in two sevarate compart- ments and full wireless, navigational and night-flying equip- ment is installed. METAL AIRCRAFT CONSTRUCTION. Sir W. G. Armstrong Whitworth Aircraft Ltd. are the pioneers in the development of steel aircraft, and for the past seven years they have been producing steel aircraft in numbers for the Royal Air Force. The Armstrong Whitworth Siskin single-seat fighter and the Armstrong Whitworth Atlas two-seat Army Co-operation biplane are both standard R.A.F. types. The Siskin forms by far the largest proportion of the single-seat fighter equipment of the R.A.F. and since its introduction there have been no accidents to this type of machine which have been traceable to structural failure. The construction of these two. types of aircraft is very Similar and they embody the very latest methods of steel construction that has been developed by Sir W. G. Arm- strong Whitworth Aircraft Ltd. in twelve years’ intensive development. The system of construction evolved combines the qualities of extreme lightness and adequate strength. In addition the mode of assembly lends itself admirably to ease of repair and maintenance, essential qualities for aircraft which have to operate far away from their base. The use of steel as a constructional material has many advantages. Primarily, in England, where the best steels are made, the qualities of this metal are well-known, Com- pared with light alloys, steel is a more durable and reliable material, it provides a wide range in choice of quality, it is admirably suited for manipulation into aircraft members, and finally it is very susceptible to treatment against atmospheric and other corrosive influences. Hereafter follows a description of the methods used by Sir W. G. Armstrong Whitworth Ltd. in the construction of steel aircraft. In this case all components described belong to the Atlas two-seat biplane, but they may be taken as illustrative of the general methods employed by the com- pany for their other types. - STEEL SPAR DESIGN. The Atlas wings are built up of two spars and the usual number of former ribs, and the whole is covered with fabrie. The Armstrong Whitworth Argosy 20-passenger biplane (three Armstrong Siddeley geared Jaguar engines) as used by Imperial Airways Ltd. L’Armstrong Whitworth Argosy, biplan a 20 passagers (trois moteurs Armstrong Siddeley Jaguar démulti- plies) tel qu’il est utilisé par Imperial Airways Ltd. EI Armstrong Whitworth Argosy, biplano de 20 pasajeros (tres motores Armstrong Siddeley Jaguar desmultipli- cados) tal como lo utilizan los Imperial Airways Ltd.

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The Aeroplane ' June 25. 19330 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1213 Manufacturers of the Hi Highest saat ellis ao . 2 Fee AIRCRAFT “STEELS Specialists in FORGINGS_. ROUGH OR FINISHED MACHINED FOR AIRCRAFT WORK. WILLIAM JESSOP & SONS LIMITED SUPPLY ALL CRANKSHAFTS USED ON THE ARMSTRONG SIDDELEY JAGUAR, LYNX, MONGOOSE GENET & LEOPARD ENGINES CARBON, NICKEL & ALLOY STEELS FOR ALL. PURPOSES. STAINLESS STEELS 7 iN SHEET AND STRIP, ALSO FORGINGS OR CASTINGS IN THE ROUGH OR FINISHED MACHINED CONDITION. ALL TO A.LD., B.E.S.A, AND ALL OTHER EXACTING SPECIFICATIONS. WILLIAM JESSOP & SONS L”. Telephone : 41352 (5 lines). | ESTABLISHED 1774. Telegrams : ‘‘ Jessops, Sheffield.” BRIGHTSIDE WORKS, SHEFFIELD. On Admiralty, War Office, India & Colonial Office Lists. _ More than 150 years’ experience in the production of High Grade Steels. Makers of Alloy Steels, Carbon Steels, High Speed Steels, Stainless Steels, Special Ste.1 Castings, Marine, Aeroplane and Automobile Forgings of every description, including Crankshafts and all Finished Machined parts. Cold Rolled Strip, Magnets, etc. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1214 Section of Atlas spar showing also the method of attachment of the wing rib. Section de longeron de lAtlas montrant également le systéme de fixation des nervures d’aile. Seccion de larguero del Atlas mostrando también el sistema de sujecion del nervio de ala. The main spars of the Atlas are made from steel strip varying from 0.01 to 0.02-inch thick and the depth of the top plane spar is 53 inches. The weight of this spar per foot is slightly under 0.855 lbs. and it will withstand a maximum fibre stress of 80 tons per square inch when built of heat-treated strips. This corre- sponds to a moment of resistance of 28 ton-inches, and compares favourably on a strength-weight basis with any other form of construction. The Atlas spar consists of two built-up tubular booms connected by a corrugated web. Each boom consists of three identical segments, each of which has turned-up edges and four longitudinal flutes rolled in for longitudinal strength. Two of these segments are rivetted to the web, one on each side. The final segment is assembled on the upturned edges of the first two segments, where it is held in place by two bulbous sections which grip the flanges of the sec- tions, after which it is finally rivetted in place. The corrugation of the web makes it capable of resisting The Aeroplane JUNE 25, 1930 SIDDELEY SUPPLEMENT. The rolling equipment for spar and rib sections. L’installation de laminage pour les sections des longe- rons et des nervures. -La instalacion de laminar para las secciones de largueros y nervios. stresses 30 times greater than those of the plain strip. The corrugations consist of a series of troughs, all with flat sides and rounded corners. The width of the flats are about 32 times the thickness of the metal. By these means strength is provided to resist wave forma- tion under compression up to about 50 tons per square inch. _ The spar sections are made from high tensile steel strip. containing from 3 to 5 per cent. of nickel and 0.5 to 1.5 per cent. of chromium (to Air Ministry D.T.D. 54A specification) and are rolled in a 40- to 45-ton tensile condition. They are finally heat-treated to 80-90 tons per square inch by a2 procedure which is described elsewhere. The sections are produced first by cutting wide lengths of steel into strips and then by drawing the strips through rollers, or by rolling, according to the section. The strip-cutting is done by a special machine designed by Sir W. G. Armstrong Whitworth Aircraft Ltd. The coil of strip is mounted on a drum. The free end passes first through adjustable guides and thence between rollers which are fitted with disc-like cutters. These can be spaced to suit the width of strip to be cut. The cut strip is fed onto. a second drum, and when two strips are cut simultaneously the second strip passes to a third drum. This drum may also be used to coil the waste ends from the original coil. The motive power is supplied by an electric motor which drives the second drum so that the material is drawn through the slitting rollers. The cutting speed of this machine is 20 feet per minute. _ The strip is then rolled to the required cross-section on a Roll Drawing Machine, which has also been designed by Sir W. G. Armstrong Whitworth Aircraft Ltd. This consists of a series of six roll housings which are mounted at one end of a draw-bench 21 feet long and 18 inches wide. The roll housings are so mounted on their base that they may be adjusted laterally and vertically. An endless chain runs down the middle of the draw- bench, and above this on angle-iron rails runs a carriage, at Details of the rolls used to develop the spar segment section. Détails des rouleaux utilisés pour développer la section du segment de longeron. Detalles de los rodillos que se emplean para desarrollar la secciOén del segmento de larguero.

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The Aeroplane JUNE. 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG. SIDDELEY SUPPLEMENT. 1215 | SIR W. G. | ARMSTRONG WHITWORTH AIRCRAFT LIMITED London: 10 Old Bond Street, W.1. ATLAS - SEATER | An Aircraft with many applications. HE Atlas 2-seater steel aeroplane has been used for three years as standard equipment for the Royal Air Force. It has a wide field of application and can be used for army co-opera- tion duties, for advanced two-seater training and as a seaplane. It is available with the Jaguar or Jag. ar Major engine, with which it becomes a two-seater fighter of outstanding quality. Works and Aerodrome: Whitley, Coventry. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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J ‘ The Aeroplane 1216 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930 the forward end of which is a screw-operated vice arrange- ment to grip the end of the strip being rolled. This carriage has a swing hook, which is engaged or released from the chain by a lever on the carriage. The chain is driven by an electric motor and Suitable gearing at a speed equal to a drawing speed of 16 feet per minute. ‘The mechanism is controlled by a clutch which may be started or stopped at any point along the bench by a sliding rod. ; There are two rolls in each housing and the upper roll may be adjusted in relation to the lower roll by a hand- screw in the top of the housing. The rolls are not driven in any way but are free to revolve when the strip passes between them. To start the strip through the rolls each bottom roll is fitted with a spur gear. These may be coupled together by a long rack, and by turning one of the rolls by a ratchet lever all the rolls can be turned at a uniform speed so the strip can be fed forward until enough has been passed through to enable the drawing carriage to grip it. The rack is then removed and the rolls are free to revolve at their own speed as the strip passes through them. A segment of the tubular spar-boom is produced by being passed through three sets of rollers. In the first stage the edges are turned up, the middle portion is bowed in the second stage, and the longitudinal flutes are rolled in at the third, or last, stage... Assuming that all the components for the spars are com- pleted and cut to the required length, the next stage is the assembly. In this stage the use of jigs plays an important part. The first procedure is to attach the two inner segments ‘of the top and bottom booms to the web. Each pair of segments is assembled on a dummy tube to which is per- manently attached a dummy of the third segment, or what is really the spar flange. The web member is then placed in position, and the whole is placed in jigs to ensure the correct alignment and distance of the two booms from | centre-line. Holes are then punched at intervals along the flanges of © the segments and web, and after inserting rivets the assembly is passed to the next operation. This consists of completely rivetting the lower segments to the web. And at this stage all tubular inserts are located in the booms at all points where external fittings are to be attached to the spar. | The jig for locating spar booms ready for inserting the web. L’outil destiné a2 la mise en place des armatures des longerons pret a placer le flasque. La herramienta para colocar las armaduras de_ los largueros dispuesta para insertar un brazo. Drawings showing tie development of steel sections: for the rib boom, rib bracing and ‘spar segment. Croquis schématique montrant le développement des sections en acier pour larmature des_ nervures, les croisillonnements de _ celles-ci et le segment de longeron. Croquis mostrando el desarrollo de las secciones de acero para la armadura de los nervios, los refuerzos de éstos y el segmento de larguero. ee To complete the spar the third, or flange, segment 1S rivetted in place. For this purpose the spar is placed between angle-iron supports on the top of a bench and the third segments are laid in place and clamped with a jig at one end. The bulbous sections which grip the flanges of the upper segments of the booms are then pulled on by a travelling clamp. This clamp is pulled along the bench by a steel cable which passes over a windlass at one end of the bench. The back face of the travelling clamp is grooved to fit over the edge of the segment flanges and it has a grip which holds the end of the bulbous section and draws it over the gripped flanges. ; Behind the clamp is drawn a slipper-plate which prevents the bulbous sections from opening out during their passage along the spar. And at regular intervals small “C” clamps are clipped to the spar to hold the assembly in place until it is rivetted together. The rivetting is done by hand, in two operations. The first punches the holes at one-inch intervals, and the second, after the cup rivets have been inserted, closes the rivets. For securing the internal inserts to the booms, and for attaching external fittings to the spars, after they have been assembled, Sir W. G. Armstrong Whitworth Aircraft Ltd. uses a rivet known as the “pop” rivet. This is a hollow rivet which can be expanded inside the spar entirely from the outside. The illustration on the next page shows in a series of sketches how the rivet is expanded. The rivet is threaded onto a pin, which has a cone- Hand-operated punch with spacing device for punching rivet holes in spars. Foret utilisé a la main avec dispositif a ferer les trous de rivets dans les longerons. Perforador operado a mano con dispositivo para la perforacion de agujeros de remaches en los largueros.

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The Aeroplane JUNE 25, 19309 THE ARMSTRONG ‘WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. \ t wy vy ee *. ~ SPEED —s-:134-3 mph. Class C. First category Light Aircraft up to 400 Kgs. 2-seater, Aircraft D.18 of the Darmstadt Flying A cademy with 100-110 h.p. Armstrong Siddeley Genet Major.engine, n the 25r r * 1930, at Darmstadt; 214.848 Kms, (134.3 miles) per hour over 000 Kms. (62.5 miles). HEIGHT —s« 40, SOS feet Height Record by the Academical Flying Group, Darmstadt, on a 100-110 h.p. Genet Major engined D.18 aircraft, 8,142 metres (26,868 ft.). Light aircraft, 3rd category (single-seaters weighing less than 350 Kgs), altitude (France), Albert monoplane, fitted with 80-88 h.p. Genet engine at Le Bourget, 1]th February, 1930; 7,730. metres (25,509 ft.). Class C. First category Light Aircraft up to 400 Kgs. 2-seater, Aircraft D.18 of the Darmstadt Flying Academy with 100-110 h.p. Armstrong Siddeley Genet Major engine, on the 21st April, 1930, at Darmstadt. Height 7,521 metres (24,819 ft.). Height Record for light water flying craft on 80-88 h.p. Genet engined Junkers Machine, sing!e-seatzr 5,700 metres and 2-seater 4,700 metres (15,510 ft.). ENDURANCE = 1,5923miles Light aeroplane, Jrd category, single-seaters, weight 200-350 Kgs (440-770 Ibs), distance in a straight line, 17th July, 1929; D.S. Zimmerly, Barling, U.S.A., N.B.3 80-88 h.p. Genet, 2,500 Kms. (1,553 miles). | at eese- a*.%, . e . eee - e*ce? ~~ aR. seen - "ees teat? eis Ae 78, ee. at's Me “~* a # - “08 peat ocee oe’ 008% Se 8 “* ” ¥ Wee, “.* . oe Y : see “s eee *e.* tae é @ 20%, eae Pe eet . *ee"* ~* o oo se ry 4 +H : , ws ae ay Foe B88 ate Scere so 8 8% oo tss% - 5h a vo es © Be . ¥: Operetta e oft. SS ned *%, . ee. a? pee 2 ports Ae Sa See ey ea 6% 8 eM Af > ee Pe ie) od le 3 N \ @oete . AY) orn ’ oon ‘ at, PF SFE OT SRE eo. * 2 Pot oee } "85 03°: e AY . es.e * ° 2 el ee © * eo Hi J “oe 1217 ARMSTRONG SIDDELEY MOTORS LIMITED COVENTRY KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. ENGLAND

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FHE ARMSTRONG 1218 A diagram showing the method of closing “ Pop” rivets. Diagramme montrant la méthode ‘de fermer les rivets 6é Pop. ” Un diagrama que muestra el método de cerrar los remaches “ Pop.” shaped head, and both are passed through the hole in the two or more thicknesses of metal which are to be rivetted. The shank end of the peg is gripped by an expanding tool and the peg is pulled through the rivet, the nose of the tool meanwhile holding the rivet rigidly in place. The action of pulling the cone-end of the peg through the rivet is first to bell it out on the inside and secondly to expand the portion in the hole so that the members are held together securely. : When the cone-end of the peg meets with resistance, at the point where the rivet enters the hole, it is wire-drawn down to a smaller diameter and is finally drawn through to the outside. The expanding tool may be of either the hand or foot operated type. The hand type operates on the lazy-tongs principle and requires surprisingly little energy to operate it. The drilling of holes in the spars for the attachment of fittings is done in jigs of a length to suit the spars. These jigs consist of steei channels supported at each end and in the middle by circular flanges, which rest on flanged rollers secured to the top of the bench. Locating cradles, in which are mounted the jig bushes, are fitted on the spar and the necessary holes are drilled in the spar. All holes are bored through from each side, as the firm found that when they were bored straight through from . one side the holes were apt to “run.” These holes are bored through both the boom and the tubular inserts, and often at an angle, but with the rolling jig system used the whole procedure is very reliable and very simple. WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 The bending equipment for rib booms. L’équipement a cintrer les armatures des nervures. EI equipo para curvar las armaduras de nervios. Winc Ris CONSTRUCTION. The ribs of the Atlas are built up of top and bottom booms of a drawn trough section with beaded edges and are interconnected with diagonals drawn to a square box sec- tion. The whole is held together with tubular rivets. The boom and diagonal sections are of steel strip drawn from the flat through rolls in a manner similar to that described for the spar sections, but in the case of the rib sections there is no subsequent heat treatment. The rolled sections are turned out in 20-foot lengths and these are cut to the required lengths by an electrically- driven cutting machine which uses a toothless steel disc i1unning at a speed of from’4,000 to 5,000 r.p.m. The motor spindle which carries the cutting disc has at its end a grinding wheel, which is used for grinding a small radius on the ends of the diagonal members. The ends of the bracing pieces are first drilled for the rivet holes, and these holes are then used as the pivot points for the radius grinding action. The rivet holes are all jig-drilled and-the jigs used are adjustable to allow the drilling of diagonal members of different lengths. The rib booms are bent to shape on formers. For the ordinary booms the former consists of a steel bar which is mounted horizontally a few inches above the surface of a wood bench. The two bending rollers, together with a third roller, whose function is to keep the bending rollers close up to the front edge of the former bar, are mounted on a carriage, which is supported on the bench by a further broad roller. The two bending rollers are shaped to suit the outside of the boom section and the former to suit the inside. The carriage is pulled along the bench by two handles. And specially shaped “C” clamps, which hold the boom section in position, are transferred from the front to the rear of the carriage as it advances. For compression-rib booms the former is made of hard- wood faced with a steel strip. This former instead of lying horizontally stands up from the bench and the bending rollers are held in position by a third roller which is under the former and holds the carriage down. Besides bending the section, the effect of the rollers is to iron out any creases or wrinkles caused by the bending. After bending the booms are drilled, and here again the material is clamped to a steel former-bar and the numerous The jig used for drilling holes through the spar from each side. Le méme outil employé pour forer des trous a travers le longeron de tous les deux cotes. La misma herramienta empleada para perforar agujeros a través del larguere por ambos lados.

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The Aeroplane , JUNE 25, 1930 TH E ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1219 Miss Am LONE FLIGHT eletnt "7 remarkable TO AUSTRALIA Following the Duchess of Bedford’s record flight to Capetown and back, Miss Amy Johnson, the 26-year-old lady pilot, has flown her Gypsy Moth single-handed from Croydon to Australia in 20 days. During her journey Miss Johnson beat the existing record for a solo flight to India by reach- ing that country in 6 days. Miss Johnson chose “Summer Shell” petrol and her great achievement is still further proof of Shell’s supremacy. SUMMER SHELL baie oa at PETROL now on sale e a -_ we ee5 y 4 penny mee = a - Be wees ae =e shoe - e r R AT EVERY “SHELL” PUMP eats Gale 5 aya wee = ~ qe s we . KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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ARMSTRONG WHITWORTH 1220 THE The assembly jig for a wing rib. L’outil pour le montage des nervures d’aile. La herramienta de montaje para un nervio de ala. rivet-holes are pierced by a Black and Decker electric hand- drill through jig bushes fitted in steel plates secured to each side of the former. The assembly of the ribs is done in wooden jigs. The booms are fitted over the edges of the jigs, and the diagonals are inserted in slots in the top face. The holes are already drilled, and after they are located by a sharp-pointed tool hollow rivets are inserted by hand and the ends are slightly expanded by a pair of special pincers which have pointed studs on both the jaws. The rib is then removed from the jig and the rivets are AND The Aeroplane ARMSTRONG JUNE 25, 1930 SIDDELEY SUPPLEMENT. The drilling jig for the rib boom section, L’outil Varmature des nervures. La herramienta de taladrar para la seccion de la armadura de nervio. finally closed down in a machine similar to that used for rivetting up the spar members. The construction of the units of the tail plane follows closely that of the wing, although of a much simplified form. METAL FUSELAGE CONSTRUCTION. The Armstrong Whitworth fuselage construction consists of an assembly of solid-drawn high-tensile steel tubes con- nected by machined fittings. Ball joints are used for the vertical struts, and fork-ended sockets engaging with eye-bolts for the cross struts. ‘ a. t Assembling steel tube fuselages for the Atlas biplane. En train de monter les fuselages en tubes d’acier pour le biplan Atlas. Montaje de los fuselajes de tubos de acero para el biplano Atlas. if Sigileae Google a forer pour la section de

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The Aeroplane JUNE 25, 19330 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1221 STEEL STRIP FOR AIRCRAFT As supplied to Sir W. G. Armstrong Whitworth Aircraft Ltd., and to all the leading Aircraft Firms in the country. TO ANY SPECIFICATION. J. J. HABERSHON & SONS, LD.. ROLLING SPECIALISTS, HOLMES MILLS, ROTHERHAM, KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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A typical Atlas fuselage fitting. Un ferrure caractéristique du fusélage de l’Atlas. Una herraje caracteristico de fuselaje del Atlas. The tubes are of 45 to 50 tons high-tensile steel to Air Ministry T5 specification and the joints are machined from solid high-tensile steel bar to Air Ministry S2 specification. The vertical struts have a ball-ended fitting at each end and these seat in cups formed in the longeron fittings. The top and bottom longerons are held firmly in position with the vertical struts by transverse wire bracing. The cross struts are attached to forged fittings, which also carry the transverse wire bracing. | This system of construction lends itself to rapid assembly by jig and the assembly may be made by semi-skilled labour. Interchangeability of parts is another important feature, and with this system of construction an efficient repair may _ be made without complete replacement. As an example, should a tube be buckled it may be sawn through in the middle of the buckle, the tube restored to shape and internal and external sleeves fitted and bolted together. This type of repair has been approved by the Air Ministry and has been done in Service. TESTING OF COMPONENTS. After final assembly the wing components are submitted to very elaborate and exacting tests. In fact, every part of rae A sae : Dee aRi tes WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 the aeroplane that is subject) to stress passes through some form of test to ensure its ability to carry the specified load. For instance, the proof-loading test of a bottom wing-spar in the Atlas consists of supporting each end of the 15-foot spar and suspending a load of 500 lbs. at its middle. Under this load there is a deflection of 6 inches at the middle of the’ spar, but the spar returns to normal straightness when the load is removed. The depth of the bottom spar is 33? ins. and the weight is 0.71 lbs. per foot. In the above test it is subjected to an outside fibre stress of .55 tons-per square inch, which corre- sponds to a moment of resistance of 10.4 ton-inches. The maximum moment of resistance developed by the spar is 12.9 ton-inches. Other. tests are made to determine the maximum com-: pression and transverse loadings of the spar. For testing ribs Sir W. G. Armstrong Whitworth Aircraft Ltd. have designed an apparatus to conform to the require- ments of the Air Ministry as laid down by the Royal Air- craft Establishment. In testing a structure like a rib the ma aR " ae oN Ra aha Ninna ieee Ree on A ball-ended fuselage joint. Un joint a extrémité sphérique pour le fuselage. Una junta de cabeza esférica de fuselaje. Ae UT aca Assembling ailerons for the Atlas biplane. Montage des ailerons pour le-biplan Atlas. Montaje de los alerones para el biplano Atlas.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. THE LANDING EQUIPMENT GENERALLY EMPLOYED ON ARMSTRONG WHITWORTH Is Being specially designed for aircraft by experts, Palmer is the lightest, strength for strength, and _ the strongest, weight for weight, of all equipment available. The problem. of providing effictent brakes for atrcraft has been solved by Palmer. All who are interested in safer flying should ask for the Palmer Brake Book— post free. | THE Contractors to the Admtralty, War Office, Air Ministry, India Office, G.P.O., 100- 106, CANNON STREET, LONDON, E.C.-4. PALMER TYRE LIMITED, The Crown Agents for the Colonies, etc. Telegrams: TYRICORD, CANNON, LONDON. _ Telephone: MANSION HOUSE, 6530 (9 lines). (654) 1223 KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane 1224 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930 ideal to- be aimed at is to reproduce as closely as possible the stresses induced in any particular portion of the rib when in service. In a rib these stresses vary according to the different con- ditions of flight, and therefore at least two tests have to be made representing the two extreme conditions under which the part may be working. These two conditions are: (1) Slow flight, when the machine is almost at the stall, in which case the C.P. of the rib is forward, and (2) maximum speed, when the C.P. is further back. With the testing machine used by Sir W. G. Armstrong Whitworth Aircraft Ltd. the load is applied at sixteen points closely spaced about the region of high pressure, and - the loads applied at each point are such as to give the required centre of pressure. | FINAL ASSEMBLY OF WINGS. The final assembly of the ribs to the spars is compara- tively straightforward, and is considerably simplified by the special rib attachments used in the Atlas wing. These consist of two tubular members hinged at the middle, and rivetted to the rib-booms at their outer ends. To these tubes are rivetted pressed-steel sheaths and jn these small steel filets are located which project outward and rest behind the top flanges of the spar boom. THE HEAT TREATMENT During recent years the heat treatment of steel for general engineering use has been developed to a very high degree. This is particularly noticeable in the automobile and aero-engine industries, but the heat treatment of steel © for aircraft construction has presented quite a different problem. The structural parts of an all-steel aeroplane which require heat treatment, such as the wing spars, are extremely delicate and unwieldy components. A _ section - Of a steel spar, perhaps twenty feet long and only one- hundredth of an inch thick, cannot be dealt with in the same way as a small and rigid forging or stamping. Until about three years ago the practice was, for: such parts as were made from the steel strip, to be made from high tensile steel which had been hardened and tem- pered in the flat stateeither by being drawn through a furnace or by rolling each length up and treating the whole as a coil. This method suffered from the obvious disadvan- tage of necessitating rolling ‘the section in an already . hardened state. The only practical means of producing steel spars of hardened steel strip is by applying heat treatment after the various sections have been drawn. For this procedure Sir W. G. Armstrong Whitworth Aircraft Ltd. have de- veloped a process wherein the heat is not supplied from a surrounding furnace but by the resistance of the strip itself to the passage of an electric current. The process used consists of hardening and then tem- pering the sectioned strip. And for hardening the strip is suspended vertically to prevent distortion. The equipment comprises a steel plate muffle which is lined with fire-brick material. This extends upwards for 24 feet and has a cross-section of about one square foot. inside. The object of the muffle is to retain the heat and protect the strip from atmospheric influences as in ordinary heat treatment vractice. At the lower end of the muffle is a door which gives access to the interior, and below the muffle is attached a steel- plate box which forms the quenching chamber. This chamber is closed at the bottom by hinged plates which can be swung aside to leave the opening clear. The plates between them accommodate a pair of dies simi- lar to those used in the strip-drawing operations, and by fitting dies that correspond to the section of the strip to be hardened, the opening can be completely sealed except for a narrow slit to pass the Strip. The strip to be hardened is suspended in the muffle be- , tween two pairs of grips. The top grip is suspended on a copper cable which passes out of the top of the muffle, over a pulley, down outside the muffle through a-pulley, from which a heavy jockey weight is suspended, and then up again to a fixed connection leading to a transformer. A separate cable is fixed to the jockey weight and leads thence to a ratchet winding-gear. This raises or lowers the weight and accordingly the grip holding the strip inside the muffle. The weight also serves to take up the extension of the strip caused by the heat and to keep it taut. The grip for the bottom end of the strip is attached to a form of endless belt, one half of the belt consisting of a chain and other half of flexible steel cables. The chain connects the grip to a sprocket wheel located at the bottom of a 26-foot deen pit sunk in the ground. The sprocket is driven by a small 5 h.p. motor through a reduction gear with an intervening clutch and a brake. Attached to the rear side of the endless belt is a weight which overbalances the grip so that when the clutch is released the grip automatically comes up to the top. The two tubular members before assembly incline in- wards towards their centre, but after the rib is jigged into place along the spars they are straightened up by tightening up a cycle-spoke nipple. This brings them into a vertical position and forces the steel filets to grip the spar-booms. The system is shown in the sketch on page 1214. After the wing tail unit and fuselage frameworks are completely assembled they are sweated for 14 hours in an oven and are then lowered complete into a deep tank filed with enamel. Subsequently they are allowed to drain for one hour, are stoved for 34 hours, following which they are again dipped for a second time and re-stoved for a further period of 34 hours. The coating produced by these methods is hard enough to offer great resistance to abrasion and scratching. At the same time its elasticity is so high that the film of enamel will remain unbroken after considerable bending or distor- tion. AN ACKNOWLEDGMENT. The majority of the photographs and drawings from which the blocks, used to illustrate this article, were made have been kindly lent by Machinery, the well-known weekly engineering journal, to whom acknowledgment is due. OF AIRCRAFT STEELS. The sequence of operations in heat-treating a strip is as follows :— The dies in-the bottom of the quenching chamber are opened and a strip of rolled steel is pushed up through the chamber and clamped in the top grip. The ratchet winding-gear is then operated to allow the external jockey weight to draw the strip up into the muffle until about one foot of the striv is left below the dies. The bottom grip is then attached to the strip whick is then raised until the lower grip touches the dies. The woes 4 mah tole abe ope ee Ot ne XN a ~% ¢ ®w eee yer ran. The Heat Treatment equipment for hardening steel strip showing the bottom of the muffle, the quenching chamber and the top of the pit. Linstallation du Procédé de Réchauffement pour le trempage des bandes d’acier montrant le fond du moufle, la chambre d’amortissement et la partie supérieure du_ puits. La instalacién del Procedimiento al Calor para el templado de las bandas de acero mostrando la camara de amortiguacion y la parte superior del pozo.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1225 GIVES CONSTANT TAUTNESS § | HH IN ALL CLIMATES ‘“*ATLAS.” ARMSTRONG WHITWORTH ARMSTRONG WHITWORTH ‘ SISKIN.’’ TITANINE DOPE AND FINISHING MATERIALS ARE EMPLOYED BY SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LTD. ON THESE AND OTHER MACHINES CONSTRUCTED BY THEM. Manufacturers and Sole Proprietors: TITANINE-EMAILLITE LTD. 175, PICCADILLY, LONDON, W.1 Factories at Hendon (London, N.W.), and also at New Jersey (U.S.A), Milan (Italy) and Bremen (Germany). KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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THE ARMSTRONG WHITWORTH dies are then tightened up to form a good contact on the strip, but not sufficiently to prevent the strip being pulled through them. The strip is now ready for treatment. The alternating current on the main is 2,800 volts and the transformer permits the use of any voltage uv to 200. The resistance of the steel when cold is low and if the full voltage required were switched on at once a very high current would pass for a second or two until the strip had heated up and the resistance had increased. A low current is, therefore, switched on at first and is rapidly increased as the strip heats up until the required current is passing and the strip attains a uniform tempera- ture. About 1.2 kilowatts per foot length and per inch width are necessary, and about 15 seconds are required to reach the full temperature of 820-850 deg. C. from cold. The current is left on for half a minute, and is then decreased until the temperature falls to about 700 deg. C. At this point the quenching chamber is flooded with about 9 inches of water, oil or, in most cases, quenching. suds and almost. immediately the clutch is let in- and the strip drawn down through the dies, which remove the scale, and down into the pit below. As the top grip reaches the top of the quenching chamber it is automatically opened and the released strip is drawn right out. The bottom grip is allowed to come up again by bringing into action the overbalance and the strip is released and removed. The steel, which previously had a tensile strength of 40 to 45 tons per square inch is now hardened to about 110 AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 Equipment for electrically tempering spar strip. a Outillage pour faire tremper a lélec- tricité les bandes des longerons. Instalacion para templar’ eléctrica- mente las bandas de Ios largueros. ES tons per square inch, but it has no ductility and requires tempering. The tempering is done in a manner similar to the harden- ing, except that the strip is held in a horizontal instead of a vertical vosition. The tempering bench has at one end a fixed clamp which holds the strip under treatment. The clamp at the other end is on wheels, and is free to move to any required posi- tion on the bench. It is also connected by a chain to a lever at the far end of the bench by which tension may be applied to the striv during treatment. The strip is stretched between the two clamps and the necessary current passed through it to raise it to a tempera- ture of 420 degrees C. During this period the steel is somewhat plastic and by application of suitable tension by the end lever, any curva- ture in the strip caused by the hardening process is com- pletely removed. The temverature in this case is maintained for 90 seconds, at the end of which time the striv is allowed to cool in air, and is then removed. Its tensile strength is now about 90 tons per square inch and its ductility has been greatly inereased. The final operation, before passing to shops for assembly into spars, is the testing of the strip by a diamond hardness- testing machine. The watts used during hardening and tempering processes are registered on a chart during these operations and these charts, which show that the correct temperature was used, together with this hardness test and occasional tensile tests give.ample security against incorrect treatment. HOW ARMSTRONG WHITWORTH AIRCRAFT ARE TESTED. ‘The testing of aircraft whether of new or standard design is a task that demands the greatest care and a very high degree of accuracy. The tests imposed on a new design of aircraft are natur- ally more prolonged and more complete than those made on an aircraft already in production, and it is the former, which is the more interesting, that is dealt with here. The machine, which has already been carefully inspected at every stage of its manufacture, is first subjected to a final inspection. This may take several days and is made both by the company’s and also by the Official inspectors. It is then transferred from the erecting shop to the run- ning shed, where it is weighed and the position of the centre of gravity determined. Both the weight and the centre of gravity should correspond closely with the figures estimated by the Drawing Office, but as the equipment has to be allowed for it may be necessary to add ballast at the cor- rect distance from the centre of gravity. The installation is then very carefully gone over and the engine finally tuned up. In particular the flow of fuel from the tanks to the carburettor is measured to ensure that this corresponds with the amount laid down. The flow is also tested at extreme angles on the machine, and this is an important point in view of the fact that the feed is generally by gravity. The engine is then run up and provided that everything is correct the machine is taken out on the aerodrome for its first trials at light load. The pilot begins by taxying and noting the machine’s response to the controls and its general behaviour on the ground. } After assuring himself that all is in order he then makes a few short straight flights, the object of which is to enable him to land quickly and safely should any fault in the controls due to an error in trimming or for any other cause suddenly make itself felt. | Generally, however, both the taxying and straight flights go off satisfactorily and the pilot then takes off and flies round in a normal way. During these light load tests he notes how the machine handles in the air and how the engine performs and thus obtains his first impressions of the main characteristics of the new aircraft. The machine is then very carefully inspected and any suggestions made by the pilot regarding -its control or general behaviour are noted. Assuming every- thing to be satisfactory, handling tests are then made and the machine is put through a brief series of manceuvres and aerobatics which represent the requirements for this particular type. For the next series of tests the machine has to be weighted up to full load. So far as is possible all the equipment laid down for this particular type of aircraft is. fitted and extra weight is added to make up for parts that are not available. The machine again goes through a complete set of tests in the air and again its perform- ance and feel are noted. The handling tests at full load are elaborated and include everything that the machine is likely to be called upon to do in service. For example there are the diving and spinning tests and the machine is spun at least eight times in either direction and is dived to its greatest terminal velocity. After the tests at light load and full load have been completed it is next necessary to put the machine through its performance tests with full load. These flights include climbs against a stop watch to the machine's service ceiling and maximum speed tests at various altitudes. In order to reduce all tests to a universal standard for purposes of comparison, readings for the ground tempera- ture and barometer are taken and the actual figures ob- tained during the tests are then converted by means of a standard atmosphere chart. Mean curves are drawn through all the points obtained and the speed, r.p.m., rate of climb - and time to height, are then taken off the curves.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1227 HIDUMINIUM’ THE SELECTION .OF AN AUTHORITY. HIGH DUTY ALLOYS LTD. supply in either :— -“ HIDUMINIUM” R.R. ALLOYS. “ HIDUMINIUM” Y. ALLOY. | or “HIDUMINIUM” D.U. BRAND ALLOY PISTONS, CRANKCASES. FRONT COVERS, CYLINDER HEADS. and other Forgings and Castings for the ARMSTRONG SIDDELEY ENGINES. A SET OF CASTINGS IN “HIDUMINIUM” R.R.50 ALLOY. Telzpbhone: SLOUGH 822/3. ED THE OPINION OF AN AUTHORITY. BELOW IS AN EXTRACT FROM A PAPER ON WATER-COOLED AERO ENGINES, READ BY MR. A. J. ROWLEDGE, M.I.A.E., F.R.Ae.S., A.M.I.Mech.E. (Of Rolls Royce Ltd.) BEFORE THE ROYAL AERONAUTICAL SOCIETY “THERE is a steady improvement in the materials ‘available for use in uilding our engines. We are now using a new aluminium alloy known as the R.R.50. This alloy is formed by the addition of copper, silicon, nickel, titanium and other constituents In the cast form it has an ultimate strength of not less than 12 tons with an elongation of 3 to 8 per cent. - Sand-cast with a low temperature heat treatment, it has: a strength of - not less than 14 tons with an elon- gation of not less than 3 per cent. Its specific gravity does not exceed 2.75. These figures do not show all the advantages that have been attained, | as the material retains its strength particularly well at high temperatures and has a consistency of quality under ageing conditions not possessed by the zinc alloys. It is also more consistent as a production material. These results have been confirmed in actual practice. The alloy also has very good forging qualities, and its use in this. direction is being developed.’ HIGH DUTY ALLOYS L™ BUCKINGHAM AVENUE, TRADING ESTATE, SLOUGH. Telegrams; “‘ALLOYS, SLOUGH."’ A DADA DAADAAAAAAAAAAAAAAAA AAA AA bb bb pba DDR aaah KIN DLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1228 THE ARMSTRONG WHITWORTH AND In addition the air speed indicator has to be calibrated and the position error determined. The latter requirement is necessary owing to the angle of the pitot head on the strut and the interference of the wing. Generally the cor- rection for the position error is a positive quantity on a Slow machine and a negative one on a fast one. This error is determined by timing the machine over a known distance and noting the difference between the recorded and actual speeds. An altimeter with very open scale is used on the per- formance tests as the ordinary type is not considered accu- rate enough. This instrument is supplemented by a split- seconds stop watch with two hands, one of which can be stopped and then restarted to synchronise with the other so that a stationary reading can be taken at any time during the tests. The stop watch may be slung on a string round the pilot’s neck, while his aircraft performance test card is mounted on a board over one Knee and the special altimeter on the other. In addition to this he has to watch a large thermometer mounted on one of the struts, his engine revolution counter, the position of his altitude control lever, the oil pressure and the boost and to note as many of these readings as possible in the course of his climb to the service ceiling. Thus there may be as many as 70 entries to read and to make in a period of 18 minutes, from which it will be gathered that the pilot’s time is fully occunied. - To ensure the best possible climb to the service ceiling a series of partial climbs have already been made so that by the time the pilot has to do the principal test, which should be made in a Straight line, he knows by previous experience the best climbing speeds at various altitudes. His performance test card, therefore, has these set speeds marked down against various altitudes and when he sets off on his height test he endeavours to conform to these figures as closely as possible. The pilot starts his watch as he leaves the ground and tries to take up the speed fixed for the first 1,000 feet and hold it. As soon as the aneroid reads 1,000 feet he stops one hand of the watch, reads the temperature on the strut thermometer and logs this, the time and as many other readings as he conveniently can on the test card on his ARMSTRONG SIDDELEY AIR-COOLED Armstrong-Siddeley Motors, Ltd., was formed as such in 1920. This company represented a combination of the interests of the Siddeley-Deasy Motor Co., Ltd., with those of Sir W. G. Armstrong Whitworth and Co., Ltd. During the War, 1914-18, the Siddeley-Deasy Company was entrusted with the development of the B.H.P. water- cooled engine on a production basis and in the course of this development the company evolved a_ design of aluminium cylinder-block which proved very successful. The result of this development work was the famous Siddeley Puma, which engine was produced in huge quantities during the last year of the War. Also during the last year of the War the company began the development of the air-cooled radial engine. The first of this type was a range of three engines with two, seven and fourteen cylinders, developing 45, 150 and 300 hp. respec- tively. The principal feature of these three engines was the interchangeability of parts, including the cylinders. This desirable feature has been retained up to the present day. These three engines were known as the Ounce, Lynx and Jaguar, and to-day the two last-named are, as the result of over ten years of development, two of the most reliable aero engines in the world. The present series of engines covers a full range of powers from 80 to 800 h.p. These include the 80 h.p. Genet, the 100 h.p. Genet-Major, the 150 h.p. Mongoose, the 215 h.p. Lynx, the 250 h.p. Lynx-Major, the 400-440 h.p. Jaguar, the 500-525 h.p. Jaguar-Major and the 700-800 h.p. Leopard. The general construction of all these engines is similar, and their design embodies a number of important features enumerated below, which are common to all engines. The use of a steel cylinder-barrel (known in the works as a “liner”) on to which an aluminium cylinder-head is screwed and shrunk by a special patented process, which ensures a gas-tight joint. The special method adopted for screwing the cylinder- barrels into adaptors in the crankcase gives a very secure and easily accessible attachment. The elimination of studs leaves the strength of the crank- caSe unimpaired and also makes the stripping of the engine easy and economical, owing to the fact that each cylinder is located by a locking screw. Also, the radial arrangement The Aeroplane ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930 knee. He restarts the stopped hand of the watch and prepares to repeat the process as soon as the altimeter registers 2,000 feet, repeating this routine at the necessary intervals until the service ceiling is reached. Above the height of 15,000 feet the pilot is further encum- bered by oxygen apparatus, which is fed to him from a cylinder communicating by a pipe line to a mask over his face. For extreme heights electrically-warmed clothing may “be used, as Armstrong Whitworth aircraft have been tested to a height of about 30,000 feet where a temperature of minus 50 degrees C., which is equivalent to 100 degrees F. of frost, was reached. As at these extreme altitudes the ordinary thick grease on the control hinges freezes solid, thin oil has to be used to prevent the controls and tail adjustment becoming inoperative. In cases like this one has to guard against frost-bite, for which reason the controls are not grasped but merely steadied with a flat hand. Naturally, too, making notes under these conditions is no simple task. On the descent speed tests at various altitudes may be made and here the pilot’s principal difficulty is to maintain the machine in an exactly level position. Only by holding the stick steady and watching the instruments can a pilot hope to make an accurate test. Further it is necessary to make a run of at least 10 miles in order to allow the machine to reach and settle down to its maximum speed. A great deal of patience and practice are necessary to ensure these tests being accurate. As may be imagined it is essential to have good visibility and calm air for these tests and the lack of these is the reason why tests sometimes take a week or two to complete. For climbing a modern machine to its ceiling a clear sky is necessary because at these great altitudes the pilot's senses are slowed down and the work in hand demands the fullest concentration without worry from the need for observing the position on the man. To make matters worse winds of great velocity are often encountered at such high altitudes and at the end of his tests the pilot may easily find himself many miles away from his home aerodrome with an insufficiency of fuel. Finally the machine is flown for a period equivalent to its normal endurance based on the fuel capacity and the cruising speed as laid down in the specification. AERO ENGINES. of the cylinders obviously allows any one of them to be removed without interfering with the others. A further point of interest is the fact that the cylinders, pistons, gudgeon-pins, valves, valve-springs, rocker-gear, push-rods, tappets, master-rods and auxiliary-rods, air- screw boss and bearer-plate of the Mongoose, Lynx and Jaguar, five, seven and fourteen-cylinder engines are inter- changeable. In the Lynx and Jaguar engines the range of common parts also includes the timing gear, front nase-piece, master- rod and oil-pump. The result of all this interchangeability is that where engines of these three types are used in one service or by one company for different tasks the maintenance of these three types of engines is greatly simplified. And for the Same reason the stock of spares to be carried may be reduced to a minimum. Certain of the engines of the Armstrong-Siddeley series may again be sub-divided into two or more versions of the respective types by gearing and/or supercharging. ‘ The Jaguar is produced in four types, that is. the plain or direct-drive type, the geared type, the geared and super- charged type, and the direct-drive supercharged type. The Jaguar-Major is a geared engine, and may be supplied with or without supercharger. The Lynx is produced in three versions—either plain, geared or supercharged. The Genet-Major is produced in either the plain or geared type. Armstrong Siddeley engines are produced on a large scale in a modern factory, which is equipped with the finest tools that can be provided. The factory is laid out on a system that ensures the minimum waste of time and the most efficient use of material and labour. Every part is subjected to the most rigorous tests and careful scrutiny before, during and after manufacture. Every engine and every engine development has to go through and satisfy the Armstrong Siddeley system of tests in addition to the usual Air Ministry type- tests, which ensures that the finished product will give the highest degree of reliability in service. Overleaf follow brief descriptions of the engines which form the Armstrong Siddeley range.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1229 = FS ' LEOPARD 800-860HP senna Bing nasa ‘a e A + at a | v4 ti : oo to | | a | ' ee i] 529-560 HP JAGUAR MAJOR w= 46-75 ins: JAGUAR 460-SIO HP =~ 45-6ins-~ LYNX MAJOR 260-280 HP ie -- 4675ins -- ms Half the range of Armstrong Siddeley air-cooled radial aero-engines. Moitie de la collection des moteurs d’aviation Armstrong Siddeley en étoile et 4 refroidissement a Pair. Mitad de la coleccion de motores aéreos Armstrong Siddeley en estrella y enfriamiento por aire. THE ARMSTRONG SIDDELEY LEOPARD. = The 700-800 h.p. Leopard engine has been designed and developed for use in torpedo-carrying, heavy bombing and load-carrying aircraft, and it is believed to be the most powerful radial air-cooled engine in the World. It has fourteen cylinders of 6 ins. x 7.5 ins. bore and Stroke arranged in two rows of seven cylinders each. The steel cylinder-barrels are machined from forgings and have aluminium-alloy heads, which are screwed and shrunk on to the barrels, to which they are locked by’a screwed locking ring which gives a metal-to-metal joint. The barrels are held in the crankcase by wedge-section clamping rings. There are four valves, two inlet and two exhaust, per cylinder and these are operated by push-rods and rockers from a cam-ring, which is concentric with the crankshaft. This cam-ring runs at one-sixth crankshaft speed and has three inlet and three exhaust lobes. A compensating device to maintain constant tappet-clearance over the working range of cylinder- peMiperavures is embodied in the rocker- spindle supports. The pistons are “Y”’ alloy forgings, machined all over, and each has three rings, two compression and one a scraper, all above the gudgeon-pin. The crankshaft is in one piece and has two throws set 180 degrees apart. It is hollow and is carried in two large roller bearings which are located as close together as possible. YJ LYNX 215-230HP <--~ 45;6ins.---= MONGOOSE 150-165 HP ! } 1 ( ! { ! \ 4 —_ eee meonwr rr “rreo \ ' i ' 1 ‘ t i] <--- 455ins.- The connecting-rod assembly comprises two master-rods, each of which carries six auxiliary rods. The crank-case drum, which carries both banks of cylinders, is a single alloy casting. The front and rear covers, besides carrying the front and rear crank-shaft bearings, also carry the drives for the various auxiliary mechanisms. A rear driving-shaft directly coupled to the crank-shaft operates the two 14-cylinder magnetos, gas-starter distri- butors, tachometer and petrol pump. The oil-pumps are mounted on the front of the engine. The pressure-pump delivers oil through a relief-valve and filter to the centre of the crank-shaft and thence to the connecting-rods and bearings. At the bottom of the crank- case are an oil-sump and a filter, into which the oil drains from the engine. Oil is drawn from the sump by a scavenge-pump, situated under the pressure-pump, and is then delivered to the oil-tank, which is carried on the aircraft itself. On its way to the tank the oil passes through the jacketting of the carburetter and induction- elbow, thus heating the induction system and cooling the oil. One Claudel Hobson carburetter supplies a mixture to the middle of the induction-chamber in the rear cover of the crank-case. This chamber encloses a centrifugal fan geared up from the crank-shaft, which delivers the gas to seven tangential induction-pipes, each of which is forked to supply one cylinder in each bank. The two fourteen-cylinder magnetos each fire one plug per cylinder. \ ' 4 i] ' | GENET MAJOR:! GENET '; 1OO-IOHP :; 80-88HP : alla ee S4ins.--™ _ a 38 ins.- - a The other half of the range of Armstrong Siddeley air-cooled radial engines. L’autre moitié de la collection des moteurs Armstrong Siddeley en étoile et a refroidissement a lair. La otra mitad de la coleccion de motores Armstrong Siddeley en estrella y enfriamiento por aire.

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1230 THE ARMSTRONG WHITWORTH AND The Armstrong Siddeley Jaguar-Major engine. Le moteur Armstrong Siddeley Jaguar- Major. El motor Armstrong Siddeley Jaguar- Major. THE ARMSTRONG SIDDELEY JAGUAR-MAJOR. The Jaguar-Major is the name ap- plied to the latest engine to be pro- duced by the Armstrong Siddeley Com- Dany. [NoteE.—This engine is _ officially known as the Panther, but this name Is not recognised by the Armstrong Sexi Siddeley Company except for official eee CN . use.— ED. ] % : | As its title suggests, the new engine is a natural development of the famous Jaguar. In comparison with that en- gine, the Jaguar-Major has consider- ably greater power for approximately the same over-all dimensions. Actually, to get the increase in power, the cylinder-bore has been increased from 5 ins. to 6.25 ins. The Jaguar-Major is made with a re- duction-gear similar to that used in the Jaguar, and can be had either with a geared induction-fan, giving a moderate supercharging’ effect, or proper supercharger. With the former its output is rated at 525 h.p. at 3,000 ft., and with the supercharger it gives 500 h.p. at 11,500 ft. The construction of the engine fol- lows that of the Jaguar with certain minor modifications. These modifica- tions include the incorporation of the rear cover with the _ engine-bearer flange. The rear of the engine is now arranged to take either a hand, inertia, or gas starter, and provision has been made to take a two- gun gear, dynamo drive, a spare drive and an auxiliary gear-pump for the rotor drive. THE ARMSTRONG SIDDELEY JAGUAR AND LYNX. The Jaguar and Lynx engines follow standard Armstrong Siddeley practice, and as the design of both engines is Similar one description will cover both. The Jaguar has fourteen cylinders set in two rows of seven, staggered in relation to one another—that is to Say, each cylinder in one row is placed opposite the gaps The Aeroplane- JUNE 25, 1930 ARMSTRONG SIDDELEY SUPPLEMENT. between two cylinders in the other row. single row of seven of the same cylinders. The cylinders, as in all Armstrong Siddeley engines, are machined from steel forgings, and the complete cylinder is screwed into a light steel adaptor which is flanged at its lower end and positioned in the crank-case by a set-screw. The aluminium cylinder-head is screwed and shrunk on to the cylinder-barrel and a loose fin, screwed on to the barrel serves as a lock-nut for the head. Each cylinder has one inlet and one exhaust valve—each with duplex springs. The valves are operated by push-rods, The Lynx has a The first and last machining stages of an Armstrong Siddeley Jaguar engine crank-shaft. La premiére et la derniere phases dans les travaux a machine d’un vilebrequin du moteur Armstrong Siddeley Jaguar. La primera y ultima fases en los trabajos a maquina de un ciguenal de motor Armstrong Siddeley Jaguar. vigtized by GOOGLE

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ———— es Screwing and _— shrinking Jaguar cylinder barrels into the cylinder heads. Travaux de vissage et embatage des corps des cylindres Jaguar dans les tétes des cylindres. Operacion de atornillar y embutir los Cuerpos de cilindros Jaguar en las culatas de cilindros. SS a a aa a a a er oe enclosed rocker-arms, roller-end tappets and a cam-ring driven by reduction gears at one-sixth engine speed. The pistons are of forged “Y” alloy and carry three rings, two compres- Slon-rings above and one scraper-ring below the gudgeon-pin. The single-piece crank-shaft is in the Jaguar a two-throw, and in the Lynx a single-throw, shaft. The connecting-rods comprise a master rod of channel-section stee] and Six auxiliary circular-section hollow rods. The big-end is a separate unit consisting of a split steel bearing-shell, which carries end-flanges in which the wrist-pins for the auxiliary-rods are supported. ' ‘The crank-case is an aluminium cast- ing. The front cover carries the crank- shaft journal and thrust bearings, ard auxiliary drives for the cams, gas starter and oil pumnvs. The rear unit carries the rear bearing for the crank- Shaft and the bearing for the induction- fan. This in turn has a cover which houses the magneto- drive gears and carries the supports for the magneto and other auxiliaries. The lubrication is of the dry-sump type. The pressure pump draws its supply from the tank and forces it through a filter to the hollow crank-shaft and crank-pins. The oil which escapes from the crank-pins lubricates the cylinder- walls, pistons, etc., by splash, and drains back into the sump, whence it is returned to the tank by the scavange- pump. A dual carburetter is attached directly to the rear crank- case cover, and supplies gas to an annular chamber therein. In this chamber is a centrifugal: fan which distri- ARMSTRONG SIDDELEY SUPPLEMENT. ~ae SS butes the mixture through tangential inlet-pipes to the inlet-valves. The fan-chamber is surrounded by an oil passage through which warm oil from the scavange- pump passes on its way to the tank. Warm oil also passes through a heater-jacket on the carburetter. Both the Lynx and Jaguar may be fitted with a 3 to 2 epicyclic reduction gear and/or a supercharger. These two engines are the best kriown in the Armstrong Siddeley range and they are being used in increasing num- bers for military and civil purposes all over the World. Both are standard engines in the Royal Air Force and the Royal Canadian Air Force. The assembly of the crank-shaft and connecting rods of the Jaguar engine. Le montage du vilebrequin et des bielles du moteur Jaguar. EI montaje del cigiienal y de las bielas de conexion de) motor Jaguar.

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1232 HE reliability, ease of maintenance, and high degree of inter- changeability of the THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 Armstrong Siddeley | range of aircooled engines account. for their success all over the world. ARMSTRONG YTDDEL EY MOTORS LIMITED 10, OLD BOND ST, TYPES. The 800 h.p. geared Leopard. The 525 h.p. geared Jaguar Major with geared fan or supercharger. The 460 h.p. or 400 h.p. Jaguar with or without gear- ing, with supercharger or gearing and supercharger. The 215-230 h.p. Lynx. The 150-165h.p. Mongoose. The 100-110 h.p. Genet Major. The 80-88 h.p. Genet. COVENTRY LONDON, KINDLY MENTION “ THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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.The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1233 N the course of many years’ service in the Royal Air Force the all- steel aircraft designed and produced in series by Sir W. G. Armstrong Whitworth Aircraft Limited has estab- lished a world-wide reputa- tion for reliability, endurance and ease of maintenance. TYPES. Atlas, 2-seater steel aircraft for army co-operation, long-distance reconnaissance, high-speed bombing or advanced training, fitted with wheels, skis or floats. Fitted with plain, geared or geared and supercharged Jaguar or geared Jaguar Major with geared fan or supercharger. A.W.XIV., single-seater steel fighter fitted with geared or supercharged and geared Jaguar or geared Jaguar Major with geared fan or supercharger. Siskin, single-seater steel fighter for day or night flying or training, fitted with plain, supercharged, geared and supercharged and geared Jaguar or geared Jaguar Major with geared fan or supercharger. Argosy, 2Q-passenger airliner, as used for four years by Messrs. Imperial Airways Ltd., fitted with three geared Jaguars. SIR W. G. ARMSTRONG AIRCRAFT LIMITED Works and Aerodrome: Whitley, Coventry. London: 10, Old Bond Street, W.1. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane JUNE 25. 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1235; a ASS WSS iN ey iN ye ae Wh SMITH’S IN STRUMEN TS HUSUN " APERIODIC COMPASS are fitted to ARMSTRONG WHITWORTH AIRCRAFT K.L.G. ‘PLUGS are standardised in ARMSTRONG SIDDELEY ENGINES SMITH’S AIRCRAFT INSTRUMENTS branch of : S. Smith & Sons (Motor Accessories), Ltd. AVIATION INSTRUMENT SPECIALISTS, SOLE EXPORT DISTRIBUTORS FOR K.L.G. SPARKING PLUGS. SOLE AGENTS FOR ‘‘HUSUN” APERIODIC COMPASSES AND NAVIGATION INSTRUMENTS 185, GT. PORTLAND STREET, LONDON, W.1. ‘Telephone: Welbeck 7916 (4 lines). Telegrams: ‘‘ Airspeed, Wesdo, London." KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1236 THE ARMSTRONG WHITWORTH AND THE ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 TESTING OF AERO ENGINES. Armstrong Siddeley engine parts undergoing final inspection before assembly. Des pieces des moteurs Armstrong Siddeley pendant Vinspection finale avant leur montage. Piezas de los motores Armstrong Siddeley durante la inspeccion final antes de su montaje. Probably few people outside those who build and fly aircraft realise how strenuous are the tests imposed on an aero-engine before it is fitted in an aircraft. A type-test of 100 hours’ running at 90 per cent. of full power is imposed on a new design of engine by the A.I.D. before the engine can qualify for use in Service aircraft. How many automobile engines, one wonders, would stand up to more than four days and four nights all-out running on Brooklands Track? The answer can be imagined by Studying the results of the ‘‘ Double-Twelve” hours race at Brooklands or the twenty-fours hours race at Le Mans— ‘and from this the extraordinarily high standards demanded of the modern aircraft engine are obvious. Finally, the fact that in ordinary flying an engine for most of its life A is only run at two-thirds power indicates the reserve of reliability assured by the testing. Test-bed running at the Armstrong Siddeley works can be divided into two categories, First, that which deals with an entirely new type of engine; and second, that which deals with the ordinary engines which have already passed their type tests and are in production. The preliminary stages for a new design of engine are run on a special bed on which a single cylinder and piston are developed. The unit accommodates various sizes of cylinder, a crank-shaft which gives the correct stroke, and an appropriate cylinder adaptor. The brake-horse-power and fuel consumption are noted. The most suitable posi- tion for the sparking-plug is determined by fitting perhaps A portion of the gauge room of Armstrong Siddeley Motors Ltd. Une partie de la salle de calibrage d’Armstrong Siddeley Motors, Ltd. Una parte de la sala de calibraje de Armstrong Siddeley Motors, Ltd. Digit ae Google |

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1237 ra Yo FY A YY FF A Vv, VA Vga Vy VE VE VA VY A VA VA VS VA VY AVA Ad plugs Ss are recommended, 9 2 » Wig ¢ “~ & ¢ y A Fy used and standardised by MESSRS. ARMSTRONG SIDDELEY MOTORS LTD. ta\ os f ; > open sey Un ae Gn. a Wn. a a a en ns a en a a eee eee ee ee naw Ee =. 47 @ we a 6 2 6 ae a 2 © ee 2 ee | 4 : 2 . A 4 ct 4 4 ‘ for performance —not promise. JeVe Va Vag Va Vag Vv ig Vg Ee avad Oe oceans er Wk cad aso l GR @ G7 EE. 4 Gp 2 eee. eee ~ ; : 7 \y ‘ I \ TEasirtTEaseasasu.tirsaseax KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS,

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-1233 THE ARMSTRONG WHITWORTH The rough forging and the finished master-rod of a Jaguar engine. The forging weighs 423 lbs. and the finished rod 10 Ibs. 113 ozs. ‘La piéce en forge grosse et la bielle maitresse d’un moteur Jaguar. La piéce en forge pése 19.3 kilos. et la bielle finie 4.85 kilos. La pieza forjada en -bruto y la biela maestra de un motor Jaguar. La pieza de forja pesa 19.3 kilos. y la biela terminada 4.85 kilos. ‘aS many as six sparking-plug bosses in different positions and making various tests with a plug in each position. Valve timing and ignition settings are experimented with. -Following this an endurance test is made to prove the ‘mechanical reliability of the various parts. In addition to “this, éndurance tests are also made on valves and pistons -of various designs and material. A stroboscopic examination of the valve gear is made ‘on a special motor-driven apparatus on which the be- ‘haviour of the valve springs and other parts can be '-observed. All these developments may take place two “years before the complete new engine using these parts ‘is running on the bed. The new engine is first installed on a special mounting “fitted with wheels and running on rails so that the unit can be wheeled forward into the mouth of the air-tunnel and coupled up to the shafting connecting it with the brake-testing apparatus. It is then cowled in and the ‘testing equipment and piping are connected. Starting up a new engine is a much Simpler task to-day ‘than it used to be, for hand or gas starters are now available for all types. The hand-starter is geared down 12 to 1, and the routine is first to prime the engine and ‘then to turn the hand-starter, while the . -hand-magneto is turned by another -mechanic. The gas-starter apparatus consists of a tank containing air at a. pressure of 100 lbs. per square inch and a pipe-line, -in which are fitted a valve and funnel to allow the entry of petrol. When the valve is turned off the compressed air is turned on and blows the petrol in vaporised form into the engine. A new engine will only turn over at 15 to 20 r.p.m., and for this reason the hand-starting magneto is used to fire the mixture. This is standard prac- tice when starting up, for the main magneto is only switched on when the engine starts. The hand-starter mag- neto produces a more retarded spark because it is wired up to a specially retarded brush on the engine magnetos. For the first two or three hours the engine is run as light as possible and is under the very careful scrutiny of a number of experts. During this period ‘certain auxiliary oil leads are discon- neeted from time to time, so as to ‘make sure that oil is flowing properly. In some engines there are auxiliary oil- AND ARMSTRONG SIDDELEY SUPPLEMENT. Stages in the machining of a Jaguar cylinder. weighs 57 lbs. and the finished cylinder 14 Ibs. Etapas:en los trabajos a maquina de un cilindro Jaguar. a la izquierda pesa 26 kilos. y el cilindro terminado 6.3 kilos. The Aeroplane ‘JUNE 25, 1936 pumps, and the amount of oil delivered by these pumps is carefully measured from time to time, so as to ensure that the amount corresponds with that laid down by the Drawing Office. After the period of preliminary running the engine is opened up to 1,000 r.p.m., and the routine described above is repeated. The same system is observed again, until by easy stages the engine reaches full power. When this has been got, tuning-up starts and _ special attention is paid to carburettor, magneto and valve settings —a process that is apt to be long and tedious. During all this time the engine-testing staff work in the closest co-operation with the Drawing Office, and the performance of the engine is most carefully watched. When the engine has at last been brought into perfect condition it is put up for a two hours’ run, during which the consumption is measured and the temperature of the oil at various points is taken by means of thermometers let into the pipe-lines. One measures the temperature of the oil entering the engine, and two measure the tempera- ture of the oil leaving the engine. The temperature of the cylinders is measured by thermo- couples of ring type which are placed under the sparking- plugs, and by a peg-couple made by Armstrong Siddeley Motors Ltd. The behaviour of the engine is continually noted, and a test is taken at 90 per cent. of normal power on a Heenan and Froude water-brake. The last five minutes of this test is run at full throttle. The engine is then returned to the shops and completely stripped down. Every part is passed to the Siddeley In- spection Department, where it is placed under the micro- scope and inspected for wear, cracks or fractures. During this period the A.I.D. and the Drawing Office keep in the closest touch. If the engine is reported satisfactory it is rebuilt and submitted to a 100 hours’ development test at 90 per cent. of full power. The object of this test is to discover and then correct any defects that may develop. When the engine has done this test it is ready for the Air Ministry 100 hours’ type test. This includes a special schedule of power-curves and throttle-curves, ten non-stop runs of ten hours each (five of which must be made with an airscrew to test the thrust-bearings and exhaust- collector rings), and, finally at the end of the 100 hours, high-power and high-speed tests and more power and throttle curves. Between the ten-hour tests only top adjustments are permitted, filters and plugs may be cleaned and valve- clearances set. During the whole test A.I.D. officials observe the running of the engine, and a very complete and accurate log is kept of the engine’s running and the adjustments made. _— This test is naturally a very anxious time for the staff. A gradual fall in power, or an increase in temperature, or a drop in boost (pressure in the induction system) are the unwelcome symptoms that all is not well within, which may necessitate the engine being stopped for inspection. This, of course, spoils that particular ten hours’ non-stop test. If no adjustments are needed the test may continue, but if serious adjustments have to be made the whole test will have to be done over again. The forging on the left Différentes phases dans les travaux a la machine d’un cylindre Jaguar. La piece en forge a gauche pése 26 kilos. et le cylindre fini 6.3 kilos. La pieza forjada \

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG ‘SIDDELEY SUPPLEMENT. 1239 Magnetos Only the best is good enough—B.T.H. Magnetos helped to secure the Schneider Trophy, the World’s Air Speed Record, the World's Land ‘Speed Record and many other Notable Achievements for Britain, and B.T.H. Magnetos are fitted to Armstrong Siddeley aeroplane engines. - “ Unfailing in exacting tests and Trouble-proof for normal duty.” The British Thomson -Houston Co., Ltd. Alma Street - - Coventry. 1S EXTENSIVELY USED ‘(N THE CONSTRUCTION OF ARMSTRONG WHITWORTH AIRCRAFT ENGINES AND ARMSTRONG SIODELEY AIRCRAFT ENGINES REYNOLDS TUBE Co. Ltd., HAY HALL WOXKS, TYSELEY. BIRMINGHAM. Alii, CRA LET TUBES, KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS,

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THE WHITWORTH AND ARMSTRONG Assembling the timing gear of a Jaguar engine. En train de monter le mécanisme de réglage d’un moteur Jaguar. Montaje del mecanismo de reglaje de un motor Jaguar. When once the 100 hours’ type test has been done satisfactorily the engine is hall-marked as an approved type. Then it goes into production on the rating declared by the type-test engine. If later on the makers make such improvements that a higher rating is desired, they must do another 100 hours’ type-test to qualify for Air Ministry work. This, then, is the routine adopted for a new design of engine. The ordinary production engine, already proved in its type-test, undergoes a less complicated series of tests —but they are prolonged enough to add considerably to the cost of the engine. When built it is “run in’’ at about 900 r.p.m. for two hours, and it is then placed on the test-bed for a two hours’ power-test. After this it is returned to the shops and stripped down completely so that each component part may be carefully inspected. It is then re-built, and, if no parts have been changed, submitted for a final half-hour’s test. But, if any parts have been changed, the engine must again undergo a two hours’ test, a strip, another inspection and a half- hour’s final run. The Aeroplane ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930 THE TEST PLANT. The Armstrong Siddeley testing plant for air-cooled engines consists of seven Heenan and Froude dynamo- meters and two airscrew test-beds, each of which is installed in a separate building. Each of the dynamometer test-beds comprises an elec- tric motor, varying from the 600h.p. used for the Leopard down to the 50h.p. for the Genet. The function of these motors is to create a current of air at 100 to 120 m.p.h., with which the engine is cooled under test. This current of air is conveyed under the Heenan and Froude dynamo- meter in a tunnel, the mouth of which is carefully cowled up to the cylinders so as to ensure the greatest cooling efficiency. A coupling-shaft passes through part of the tunnel and unites the crank-shaft with the dynamometer. Each unit of the plant measures more than five yards across. Its length is over ten yards, and the whole is capable of an average weekly test output of over 40,000 B.H.P. hours. Its operation by day, and especially at dusk, is most impressive. The accompanying photographs show one of the test-beds. The water-cooled exhaust-collector and control mounting for the engine, air tunnel, dynamometer and motor are clearly seen. ‘The various parts of the plant are as follows:— 1, The hand-starter magneto. 3, The oil-pressure gauge. controls. 5, The oil-strainer. 6, The dynamometer spring-balance. meter revolution-counter. 8, The electric motor driving the cooling-fan. 9, The air inlet to the depression-box (for supercharger and altitude tests). 10, The lifting tackle. 11, The water-cooled exhaust-collector. 12, The air- storage tank for the gas-starters. 13, The petrol-tank. 14, The compressor for filling the air-storage tank. 15, The pump for filling the tanks with special mixture. 16, Calorifier for oil heating (to 158 deg. F.). 17, Water- cooler for oil. 18, The control valves for water to exhaust-collector. 19, The ratchet lever for moving the under-carriage. 20, 21, 22, Ampére meter to fan motor. 23, The cooling-fan. 24, The water-control valve to the dynamometer. 25, The water dynamometer. 26, The inspection door to the air-tunnel. The plant necessary for circulating the water through the brakes, silencer and oil temperature control in the various test-beds in itself forms ‘a considerable piece of . apparatus. The water supply is drawn from a cooling tower and on its descent to the test-beds passes through gauze filters and an upwardly flowing air stream which help to clean and cool it. 2, The revolution counter. 4, The throttle and altitude 7, The dynamo- Three views of one of the aero-engine test beds at the works of Armstrong Siddeley Motors Ltd. Trois vues d’un des bancs d’essais des moteurs d’aviation dans les Usines Armstrong Siddeley Motors, Ltd. Tres vistas de uno de los bancos de pruebas de los motores de aviacion en los Talleres de Armstrong Siddeley Motors, Ltd.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1241 Ger up the Roval Ae Pore Gn @ The M. P. Hollow Steel Propeller is the only machines and engines, of Arm. one on the market which possesses this special Seangue feature of adjustability of pitch. It thus com- bines the advantages of a standard propeller with that of a propeller designed to give best performance, or to give a special type of performance, on any individual aircraft. @ The adjustment can be effected in a few moments, and is fool-proof. As an example of its advantages, it is possible to adjust the pitch so that maximum revolutions are ob- tained during take-off or climb, or alterna- tively, so that maximum efficiency is. obtained in level flight. | Arising out of the adjustability of pitch is the fact that the blades are detachable, and there- fore one blade weighing, in the case of the light aeroplane propeller, under 8 lbs,, suffices as a spare, It is significant that in spite of these exclusive features, the weight of the propeller as a whole is low. For .instance, the weight, complete with hub, of the light aeroplane propeller, is 234 lbs, METAL PROPELLERS LIMITED PURLEY WAY CROYDON & 53 PARLIAMENT ST. WESTMINSTER Aeromarine CLAUDEL HOBSON AERO CARBURETTERS A.H. and A.V. 48 C and D Series are standard on the following famous light aeroplane engines :— SCORPION | A.B.C. MOTORS HORNET LIMITED GENET | -AR ARMSTRONG SIDDELEY GENET MAJOR |. MOTORS LIMITED GIPSY II | _ DE HAVILLAND AIR. GIPSY III CRAFT CO. LTD. The power jet gives maximum H . M., HOBSON LTD. ower with economical cruising. , oe eae . 47/55, THE VALE, ACTON, LONDON, W.3. Telephone: CHISWICK 4231 (4 lines) Telegrams : ‘‘ ASSEMBLAGE , LONDON.” KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1242 . THE DESIGN OF SUPERCHARGERS. WITH PARTICULAR REFERENCE TO THE SUCCESSFUL TYPE DEVELOPED BY ARMSTRONG SIDDELEY Motors Lip. In considering the supercharging of aircraft engines where bulk and weight are of paramount importance, the positive-displacement type of blower is at a considerable dis- advantage and attention is naturally turned to the centri- fugal fan. This type scores not only on account of its com- pact form but also because it adapts itself very conveniently to the engine, particularly when this is of the radial type. The design and adaptation of a supercharger unit of the size required presents a new set of problems in addition to those normally associated with blower design. If:a single stage unit is decided upon modern requirements call for a compression, ratio of 1.6 to 1, or even higher, a figure which is usually obtained only in the largest multi-stage com- pressors used for stationary work, which normally have an average compression ratio of 1.3 to 1.4 to 1 per stage. The efficiency of the fan and diffuser passages has therefore to be high, particularly if for reasons of simplicity an inter- cooler is dispensed with. To make a compact unit the rotor must be small in diameter with, as a consequence, a high rotational speed. The design and mounting of ball and roller bearings have therefore to receive particular attention as although they may be theoretically lightly loaded for their size, they have to stand up to speeds of 20,000 to 30,000 rp.m. Not only must the bearings be in accurate alignment, but each must have clean oil in small but constant quantities. Although light in weight, the rotor has considerable in- ertia by reason of its high speed. In fact the fly-wheel effect of the rotor can be an appreciable proportion of that of the airscrew. This additional fiy-wheel may have the effect of introducing a torsional vibration period within the working range of the engine, and this can be obviated either by providing a spring-drive between the crank-shaft -and the supercharger, or as ‘in the case of Armstrong Sidde- ley units by means of a floating member, which, while always providing a positive drive between crank-shaft and blower allows sufficient flexihility to isolate the drive from tke in- fluence of crank-shaft movement due to torque variations and other fluctuating influences. . Truly epicyclic gearing has been successfully used for the drive but in the standard Armstrong Siddeley units the 1g to 1 ratio is obtained in two trains of normal gearing, the gears of which are made from nickel steel with all teeth rardened and ground. JAGUAR SUPERCHARG \ FITTED WITH TYPE MARK IA SUPERS POWER AVAILABLE AT ALTITUDE +@, wr r) 4 wo wi See SARs eee esed all aes) EA Ste eae al pommar pom | | | | tt | | NY TT eae eal tes Pei ee TINS estes Wea sree ede lene ESI et leads ae Se oe poll dts Wall geal ot Eos fealase We Tee Meal ead eae ees alle led! fees) Of ease Ne ee tate leds t alld Sakae ek VaR ie SO ue ie geet) eat Ulu gh aaa eee ee eke ace nim s eae alee! Ws (BOS ENGINE ie PM. STANDARD AIR MINISTRY APPROVED TEST CONDITIONS STANDARD 6GO% AVIATION + 40% BENZOL FUEL NORMAL R.PM_ 11090 MAXIMUM RPM. (8710 ie] « , fs - Py P THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 ¥ JAGUAR VII AS ENGIN SUPERCHARGED | RATED AT 400 HP AT 14500 Fr POWER AVAILA AT ALTITUDE we oe | Beat Bae ead TEE ob oe EY ell ee a ete a a ee Lan eS SIO Ih er a BREE RERNE AE ‘MRSS RES SERS ‘Ease eR see 2! KPEGER” 2haeEReo ie BER. 24GaSe eRe a te te eh a 7 & ow & 9 ARMSTRONG SIDDELEY Motors LTD COVENTRY BRAKE HORSE SOWER STANDARD 70% AVIATION + 30% BENZOL FUEL NORMAL FEM 2000 | STANDARD AiR MINISTRY APPROVED TEST CONDITIONS VIAXIMUM FrPM 2200 | The single stage gear-driven type of supercharger unit has been concentrated upon for production engines. In the original type, which incidentally is claimed to be the first practical supercharger to be fitted as standard to Service aircraft, the rotor has radial blades, supported only at the hub, and machined from a solid duralumin forging. Stationary inlet guide-vanes were provided, with short straight outlet diffuser blades. The drive to the rotor was taken from the rear-end of the crank-shaft through two trains of gears. The whole gear- ing was carried in the supercharger casing and was re- movable as a complete unit. It had a floating member inter- posed between the crank-shaft and the supercharger to take care of engine torque fluctuations. This design of gearing proved to be very successful and has been retained with only slight modifications throughout subsequent developments. This unit was in service in 1925 and with it the Jaguar engine gave 380 b.h.p. at 1,700 r.p.m. at 8,000 feet. In the next stage the rotor was made in steel and a shroud provided additional support to the radial blades for part of their length. It also had curved entrance vanes integral with the rotor, and the whole was machined from a solid forging. The outlet diffuser blades were also curved and lengthened to provide a more gradual expansion for the gases and generally increase efficiency at this point. Considerable improvement in performance was obtained with this unit, and as a result of the experience gained, it was decided to proceed to the present production design. In this unit, the outlet diffuser blades are dispensed with altogether, and the gases on their exit from the rotor have an unobstructed passage to the induction chamber. In addition to the advantages obtained by reduced fric- tional losses, this construction lends itself to the provision of a comparatively large surface area to be traversed by the gases on their way from the rotor to the induction casing, and this acts to a useful extent as an intercooler. With this design, it was found to be possible to reduce the diameter of the rotor compared with previous types and at the same time to obtain a higher boost pressure. This part is now made in two portions. The radial blades are supported by a full diameter shroud on one side 2nd are made from duralumin with the curved entrance blades of steel pressed on to the hub. This unit has been successfully fitted to the geared as well as to the direct-drive engines. With it the Jaguar engine develops 400 b.h.p. at 2,000 r.p.m. at 14,500 feet, which repre- sents a considerable advance on the earliest model.

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g The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1243 . HIGH GRADE FOUNDERS CRANK CASES a AIR pre ARMSTRONG —— CHEETAH SIDDELEY MOTORS LTD. ADMIRALTY | LEOPARD SPECIFICATIONS LYNX MANGANESE BRONZE 2L5.—3L11.—DTD133 GENET ALUM BRONZE — MONGOOSE To PANTHER B2.--BS ~ ARMSTRONG WHITWORTH AIRCRAFT, LTD. \\CTHINDER HEADS, Etc B 14 FozeEL Castincs CoC? - a Francis Street BRASS 4 ane renoete BRONZE, | | GUN METAL €oO IN TORY. ENGINEERS —— . —— HAS BEEN ACHIEVED BY MACHINES FITTED WITH RUBERY, OWEN COMPONENTS. You will find that our components are fitted to nearly all the first-class machines, The reason is:—Our. cus- tomers know that behind every product there is the necessary knowledge and experience, and that the parts we make can be relied upon. UBERY, OWEN & CGC. Nae cd HEAD OFFICE & WORKS: SOUTH STAFFS,” ar DARLASTON, Teleph:ne : DARcisvon 130. ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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The Aeroplane JUNE 25, 1930 AND ARMSTRONG SIDDELEY SUPPLEMENT. THE ARMSTRONG WHITWORTH 1244 fut . BA ht bh 5 oq SonBews = 2 ze 2 & oe _ ~ = ~ ics ep AE £ & ae : ke § 5 8 SP yt Ss rs ~) = HF ee: Soo) - se =I te 2 eo hm = eon ~ & = oo . eo oO % cS a * ses 5 my 8 a aoGree Sfuk SESZLRAS g336 Paces By E343 Dy, g ES rs) ee pe a D C 2 = 5 & § > 5S tom S mw a o : : RCUEg = wh 2) ome ° SS 35 oe = = A= SS ae Charis) bores - o a as nm & Se =) = ia 5 Sy is a a — to 3 5) bet 7 2 oS 77) 3 oD) oS 5) ras = Qo = A A A wf ‘padivyoradng = -g ‘ary puvay = “yO ‘aeyT apped = “Ad ‘paivayg = 5 ‘MBd=d ( M1 §IZ") (ul $06") CUE TES") | (MH GOTT) | CurSoT'1){ (mg0O'T) | CU LrI) | (UM seq) | (Om Zee1)|, @ IST 1) ("HL POST) | (tU 12S°T) 13ua_7 | sjuem 10S 83 wo OE uS9' SE nSe9 SF ikl OF uso OV u808 8S i ES 16 6S uSLb LY iD T9 uS8 09 ‘ Bitola ( ur ¢g°) (tt ¢9°) Cur cert) yet cer 1) (Cu gern) | (uzert) | Cot Lend) | (ot Letty} (ot Zen 't)] (Ut 281" T) ("Ut 2811). ("tr S¢°T) 1ayaurerq| [per9A ts ws |. 18S Sh - | ,9'SF .9'SP 9° SP .9°S¥ 9° SP i9' SP 9° Sb Sl OF 8S ar esas (34 80°1) | (85 221) (C34 €t°1)| (84 00°1)| (34 111) | (84 8s 1) | ( 84 80'1) | (34 €o'T | C34 GoD | (34 FB) | (34 88 | (3x6) | (3X 6L') ( 3492") ("331 68°) ‘dq rad ‘SQI8E"S | SA 8S | SAT S'S | “SALTZ S | “SAL SHS | “SQL TLS | “SAI SES | “SAI 40'S | “SAL 13'S | “SAT OSL | “S41 FET | “SAT 861 | ‘SAI SZT | ‘a1 891 "Sql L6'1 Broan (3% 7°96) | (84 £2°1) (81g €11)\("34 6'S91)|("3% $'8¢z)|(-3% e°06z)|("3% 9'8h2)|(-3N F'SLF)( 3A p 9Bb)|( 3A Ssh) (34 e'see)(-3BA L:zsF)|(-34 L'zpF)| (BA Sty) (‘B23 TLL) 1q3t3M ‘SQ OTS | “SAI 08% | “SGI OS | “SGT S98 | ‘SqTOzs | ‘sqroro | ‘SGI BFS | ‘SAI SPOT | “S41 OFG | “S41 ZS6 | ‘sqr9oss | ‘sqig66 | sqrsg6 | ‘sar SI6 "SI OOLI SUISUAT ("ur Sgse) ("tt ZLSP) | (“at S6gz) ("tt sose) | (‘tH ST6) ‘Wa’ UW yewsou = oe = = OOSTT _— — 000SI ,00S6 ss ae /00STI ,0008 — — ye apni [ew pazex 00 00F S8E 0) £5 SZS 1B JaMOg pa}ey rae £99" aaa am Ls9° Ls9° LS9° LS9° §69° O1jel Ivaxy 88 Or! col O61 SEZ O£Z Oss Ose OIS OPP Z8P 09s SPs 098 [PAI] BIS 3B “Wd ; ‘XBM Jed HY '_exeyy > = [PAV] vos 38 €0I CSI OSI 022 813 096 S9E O87 OIP cOP OIS S18 ey ye [BULION 08 O01 OST —~ a SIZ = — 09F 00F — GZS 00s 008 prey | doa 0022 002Z Ossl 006I 0002 0061 0002 OOL1 0002 OOLI 0002 OOLT . Temiogd ‘Wd a 1/sa°s¢ 1/a's 1/s 1/s I/¢ I/s 1/s onjer ‘dmoz (mImg'101)) 9 (CumumEe st) |(wurz'6¢1) ("urmr 2681) (Tam £681) (“UIT £°6ET) (‘tot ¢°06T) Seas ib iS'P S's S's S'S S'S Gl TONS (tmuI9' 101) (mw 9 gor) (111° ZZT) (‘aImM O°ZZ1) (ut 0'ZZT) (‘Um ges) (“mt $°gS1) ib WS b S 1S iS 80'S 9 ee Ss $s ¢ L rl rl al Sslopultdsg Jo ‘on ‘d ‘) | ‘a ‘d ‘S| ‘)S | d S¥'O | 'S ‘) | -d ‘S$ | ‘HO | ‘cara 3) ‘Joley yamay = jasoosuop ‘ensel ‘(D) soley sendef ‘paedoa’T Ad AL ER a cD ea SoS A ‘SHNIONA GaAIOOOUIV ADIAGGIS DNOULSAUV AO SUWINOILUVd. ONIGVAT

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1245 a eee Poy TOOL MANUFACTURING CO LP ib | yee ____ MANUFACTURERS OF OF | 9, | eh [ ™ “METAL A AIRCRAFT _ ‘FITMENTS | Ss | | ve ! ak : WARWICK ROAD, GREET. BIRMINGHAM. ie | iW e . | ENCLAND | ong oe - ee ee rE ee ene ee ee THE PARTS SHOWN ABOVE ARE USED IN THE CONSTRUCTION OF ARMSTRONG WHITWORTH = AIRCRAFT. * COBALTCROM ”* THE VALVE STEEL STANDARD IN ARMSTRONG SIDDELEY AERO ENGINES FOR YEARS STILL STANDARD | WITH COBHAM TO SOUTH AFRICA “COBALTCROM” LANGLEY GREEN, BIRMINGHAM KINDLY MENTION “THE AEROPLANE ” WHEN CORRESPONDING WITH ADVERTISERS. The Hughes-Johnson Stampings Ltd.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. ALUMINIUM THE METAL MADE THE THAT AEROPLANE POSSIBLE FOR INFORMATION REGARDING THIS METAL AND ITS POSSIBILITIES APPLY TO THE ALUMINIUM CORPORATION LTD. Wellington House, Buckingham Gate - London, S.W.1 CONTRACTORS TO HIS MAJESTY’S GOVERNMENT, ARMSTRONG SIDDELEY MOTORS LTD. SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT LTD. AND ALL OTHER PRINCIPAL AIRCRAFT MANUFACTURERS. AS FITTED TO THE “GIPSY oo, ~ MOTH” LIGHT ff. AEROPLANE J SUCCESSFULLY J FLOWN FROM LONDON TO AUSTRALIA BY Miss AMY JOHNSON, C B.E., also fitted to the IMPERIAL AIR LINERS. FAIREY AVIATION LONG-DISTANCE MONOPLANE, AND MACHINES U: ED BY “Ke SIR ALAN 5) Jas J. COBHAM, THE PLANE USED BY Mr. HINKLER TO AUSTRALIA, AND AS FITTED TO THE “GOLDEN ARROW” AND “MISS ENGLAND.” Petro-Flex is a light, Flexible Tubing which is impervious to the action of Petrol, Benzol, or Oil, and is entirely unaffected by excessive vibration. It gives the most reliable connection between Tank and Carburettor for Motor Cars, Cycles, Lorries, Aircraft, etc. § Prices on request. HOBDELL, WAY * G°2LT 2., ST. CLARE ST., "Phone : Royal 8022 (4 lines). N MINORIES, Telegrams: LON DON, E.1 8 ** Hohnails, Ald. London.” The Unbreakable £“6i Tubing Small Accurate REPETITION MACHINED PRODUCTS For AIRCRAFT To B.E.S.A. Specifications. Taper Pins, Ferrules, Telegrams: Phone: Ni ] Concentric, Victoria Ippies, ; Birmingham Nuts, 7 Screwed Wires, etc. ‘As supplied to SIR W. G. ARMSTRONG WHITWORTH AIRCRAFT _ LTD., ARMSTRONG SIDDELEY MOTORS LTD., and other manufacturers. The DIAMOND SCREW & COTTER Co. Ltd., RONALD ROAD, BORDESLEY GREEN, BIRMINGHAM. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1248 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. The Aeroplane JUNE 25, 1930 a a a, The main support of the model is taken from a light frame which is supported from the middle of the three balances. This frame has a square base and two triangular sides—each with the apex at the top. These apices are interconnected by a tube on which are two more pivot- points which carry an auxiliary frame. From the first frame is supported the model to be tested, and from the auxiliary frame, the axis of which is at right angles to the axis of the main frame, is supported the tail of the model, in such a way that the angle of incidence can be adjusted without interfering with any part of the balance or suspension. From the centre point of the tube connecting the apices of the auxiliary frame is carried an arm on which there is a sliding bracket which actually supports the tail of the model by a wire. This arm can be moved about a graduated arc which connects the bases of the triangular sides of the auxiliary frame. At the bottom of the graduated arc is a small bracket which carries a vertical wire to the balance directly above it. Lift forces are thus transmitted to the vertical balances carrying the main and auxiliary frames, and the lift of the tail of the model is distributed between the two balances. Drag of the model is measured by a horizontal wire which is fastened to the bottom of the main frame. On the down-wind side is a counterpoise, and on the up-wind side an attachment is made to a wire at 45 degrees toa the horizontal fastened to the roof of the tunnel and also direct vertically to the drag balance. For the measuring of air-speed the N.P.L. duplex type of manometer is used. This consists of two glass limbs, one of which has an inner tube with its end nearly midway between the top and bottom of the outer jacket. ‘This is not joined to the inner tube, but serves as a jacket for oil. The two glass limbs are joined by a rubber tube and are filled with distilled water, which comes in contact with the oil in the jacketted limb and forms a miniscus. A simple optical arrangement projects the miniscus on to a screen, where it can be adjusted to a hair-line. The other limb can be raised or lowered by a fine-pitch screw fitted with a micrometer. ACCESSORIES AFTER THE FACT. HIGH-GRADE STEELS. The production of high-grade steels represents one of the principal activities of William Jessop and Sons Ltd. This firm, which was founded in 1774, quickly specialised in its earliest days in the manufacture of the highest possible grades of tool-steels with such success that over one hundred years ago these had acquired a world-wide reputation. And this reputation is maintained to this day. With this unique experience they were, therefore, in a very favourable position to produce the speciall alloy steels which were needed for the development of the Automobile Industry, followed up more recently by the Aircraft Industry. They were among the early manufacturers of alloy steels for crank-shafts and connecting-rods, and nearly thirty years ago installed special plant for the forging and machining of these parts. They have always realised that these special steels must be produced under expert super- vision, and close control from the point of view of compo- sition, and must be made from carefully selected materials of the highest possible grade. Further to ensure soundness, freedom from segregation, and uniformity in composition and_ structure, special melting plant is desirable. The result is that to-day this firm are equipped to produce steel made in special Siemens acid furnaces, electric arc furnaces, high-frequency furnace and by the coke crucible process. The latter is the pro- cess that has been used for upwards of one hundred and fifty years in making the highest grade steel. And im- provements have been made here which enable the closest possible control to be exercised, which results in an abso- lutely uniform product almost commercially free from impurities such as sulphur and phosphorus. For some years they have been supplying rough-machined and finished-machined crank-shafts of all types to the leading firms in the Automobile and Aircraft Industries, and some of the most powerful aero-engines in the World are equipped with crank-shafts made at the Brightside Works. Special attention has been given to the production of steel for connecting-rods. Very early the firm recognised that there would be an insistent demand for a reliable valve-steel, and some years ago very thorough research was made on this subject, with the result that in their “G.2” Super-Steel Jessop’s rightly claim to possess a steel capable of giving complete satis- faction under the most strenuous conditions. This is an austenitic steel which has high-tensile strength at high temperatures. It is readily forged, and heat-treatment is a very simple operation. It is tough at all temperatures, and so withstands shock while still retaining its form. Repeated heating and cooling does not cause it to become hard and brittle, and it can therefore be relied upon to retain its original properties after continuous running at high temperatures, with the verv big advantage that expan- sion is practically uniform over the whole range of tem- peratures met with in internal combustion engines. It does not readily scale at high temperatures and withstands pitting and corrosion. It has been used by a number of important aero-engine makers with complete success. Ball and roller bearings are now used to a certain extent on all aero-engines, and Jessop’s for many years have manufactured, in their “H.2” Steel, material that has hae Satisfaction in the production of these important parts. As pioneers in the production of cold-rolled steel they wer? already prepared to supvly this material when the demand arose following ‘the development of the all-metal aeroplane, and to-day are in the position to supply strip- steel to any of the Air Ministry specifications—though the firm finds from experience that the demand for annealed or semi-hard rolled strip tends to increase at the expense of heat-treated strip. This is explained by the fact that many of the aircraft manufacturers in forming the spars prefer to manipulate the annealed material and heat-treat afterwards. For many years the Brightside Works have _ been renowned for the excellence of their hot-rolled sheets, and the experience gained in this section has been applied with success to the manipulation of the various grades of material required in the construction of modern aeroplanes. The supply of rustless and stainless materials in bar, Sheet or strip to all aircraft specifications forms a very important part of the activities at Brightside Works—where the very latest and most up-to-date equipment has been installed for dealing with this material. Some of the largest flying-boats that have been made in this country are built up from Jessop’s “R.4” Special Stainless Steel, which has also been exported in large quantities to impor- ah countries where aircraft are built—including the Far ast. From this brief resumé readers will realise that the activities of William Jessop and Sons cover the supply of all the materials which the production of the modern aero- plane demands in the form of Carbon, Alloy, Rustless and Stainless Steels, whether these be in the form of tools and dies for the workshop, or for crank-shafts, connecting-rods, valves, airscrew blades, gears, or any other component. STEEL TUBING. As is well known, Sir W. G. Armstrong Whitworth Air- craft, Ltd. are pioneers in steel aircraft. and they use steel tubes to a verv large extent. British specifications for steel tubes cover a large range and tubing can be obtained with almost any desired properties. The Reynolds Tubing Co., Ltd. of Tyseley, Birmingham, Supply very large quantities of their aircraft tubing to constructors using metal construction, whether it be for welcing or mechanical jointed construction. Sir W. G. Armstrong Whitworth Aircraft, Ltd. favour the mechanical jointed method and use tubing to B.E.S.A. Specification T.5. for their fuselages. For the wings, although the company largely uses special strip sections, quite an amount of straight and manipu- lated steel tubes are also used. The majority of these are made of 24G tubing to B.E.S.A. Svecification T.1. Taking into consideration the thin metal used, the Reynolds Tube Co. are getting very satisfactory results with this material. In addition to the tubes mentioned, the Reynolds Tube Company supply all kinds of streamline-sectioned tubes to the Armstrong Whitworth firm for interplane struts, under- carriage legs, etc. For Armstrong Siddeley Motors Ltd., the Reynolds Tube Co. supply various tubes for the production of exhaust and inlet, oil and starter pipes, etc. One of the most interesting varieties of tubes supplied is a special swaged valve-tanvpet tube which is reduced at either end to within very close dimensional limits. These are made from tubing to Specification T.5 and they are noticeable for the very fine finish which is evident with all Revnolds Aircraft Tubing, whether it be round or other section tubes or manivulated parts. The Reynolds Tubing Co. Ltd are now issuing a revised

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ae A I Be RR gh ee OE ag ge ‘The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1249 SPECI ALIST IN SHEET METAL AND HOT BRASS We UREA PRESSINGS, VALVE ROCKER COVERS, RIB STRUTS, OIL STRAINERS, PIPE FLANGES, TAB WASHERS, CABLE CLAMPS, SHIMS. YP ‘ . 5 CHARLOTTE STREET and: NEWHALL STREET, ESTABLISHED 1835. BIRMINGHAM. AS SUPPLIED TO THE BRITISH AND OTHER GOVERNMENTS’ AIRCRAFT DEPARTMENTS MANUFACTURING SPECIALISTS, STEVENSON & SON, LTD., MOYGASHEL MILLS, DUNGANNON, N. IRELAND. ‘Phone: ELSTEAD 20. : MILFORD, SURREY, S.R. CO., LTD. oper : A ot dep e - Se PEN, iy Specia lly py . ae ey a, 4 (3 . va e ae ar {> designed for 4, é fo oy Ex f, ed ‘; aca eee. i ‘ Fi5% e SEs : /iy Aivevaft ngines é * x “: mo ea ees e aed as foes “3 Specialists in Accurate Machine Work. Valves, Camshafts, is ~~ on, ty xa ug EE ic. se FEY RS “eee Rorep yr RE x WE design and manufacture piston rings specially suited _ for aircraft engines. The PS BRICO Centrifugal Casting 2% 25% © . " Process produces p ston Xx rings as near perfection 7 . Etc. ‘ as possible, and th:-experi- lease write ence we hive gained over for part iculars. ——_. many years of specialisati n ; it at the service of all air- | he BRITISH PISTON craft designers and engineers. RING COMPANY, LTD. Holbrook Lane, Coventry. a <D) PISTON RINGS ELSTEAD———SURREY. | For Quality & Endurance H.P. Experimental Engine W ork. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1250 THE ARMSTRONG WHITWORTH AND edition of their Aircraft Catalogue which has been en- larged and brought thoroughly up-to-date. This should be most useful in Buying Departments, Drawing Offices and other departments of all Aircraft Works. Copies of this catalogue may be had on application to: The Reynolds Tubing Co., Ltd., Hay Hall Works, Tyseley, Birmingham. STEEL STRIP. J. J. Habershon and Sons Ltd., of Holmes Mills, Rother- ham, have been established for over 100 years and are the largest cold rollers in this country. The firm specialises in the production of steel strip suit- able for building up aircraft spars, and quantities of this strip is supplied to Sir W. G. Armstrong Whitworth Aircrafi Ltd. for spar construction. This strip is made by J. J. Habershon and Sons to the following specifications: D.T.D. 100, S.50A, D.T.D. 57 and D.T.D. 42H. This material is rolled, treated and built into wing spars, ribs, etc., for all Armstrong Whitworth produc- tion type aircraft, including the Argosy, Atlas and Siskin. The whole of the steel strip used in the construction of the Airship R.101 was supplied by this firm, and all the leading Aircraft constructors in this country are using Habershon strip. HIGH DUTY ALLOYS. Few classes of material have raised such high hopes among those who originally produced them or so many disappointments among those who have sought to use them as some of the light alloys of high tensile strength. Soa firm which has fulfilled all hopes is worthy of special attention. High Duty Alloys Ltd. of Slough have laid themselves out to produce light alloys of types required by the Aircraft and other exacting industries in commercial quantities with laboratory-like accuracy.. Exceedingly careful control is kept over the composition of all alloys made, and as the result of this control their products are found to be exceedingly uniform and _ satisfactory in every way. Rejections of material or finished parts for aircraft engines for defective material are practically unknown. One of the most recent alloys produced by this firm is known as “ Hiduminium R.R. 50,” and this is regarded by leading engineers, in the Aircraft Industry especially, as representing a distinct advance in the uses of aluminium. It is the outcome of careful work done by Messrs. Hall and Bradbury, who have charge of the Rolls-Royce labora- tory, and much development work in regard to this material has been done by High Duty Alloys Ltd. So much is thought of this material by the Rolls-Royce Company that the whole of their automobile and aero- engine aluminium castings are now made from it. The crank-case, cylinder-blocks and cylinder-heads, together with other aluminium castings of the Rolls-Royce “R” engine which won the 1929 Schneider Trophy and put up the World’s speed record, were made in this new material. The Company also produces other alloys, notably ‘ Hidu- minium” Y alloy and “ Hiduminium DU” duralumin. The former in its forged state is guaranteed to develop from 22 to 27 tons per square inch ultimate strength, and the latter, which is to D.T.D. specification 18A, is guaranteed to develop between 25 to 30 tons per square inch ultimate tensile strength with an elongation of between 15 and 25 per cent. High Duty Alloys Ltd. specialise in the production and working of all kinds of light alloys, and Mr. W. C. Devereux, the Managing Director of the firm, will be glad = The Aeroplane ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930: A rough casting of a Jaguar fan induction cover in “Hiduminium” R.R. 50 alloy. to place the resources of the Company at the services: of any firm which has problems concerning these materials: to solve. NON-FERROUS CASTINGS. The Fozel Castings Co., Ltd., of Francis Street, Coventry has specialised in the supply of high-grade castings to Admiralty and Air Board and (later) Air Ministry spec‘fi- cations since the earliest days of Aviation: This firm supplies the leading aircraft and aero-engine manufacturers, including Sir W. G. Armstrong Whitworth Aircraft Ltd. and Armstrong Siddeley Motors Ltd., with non-ferrous castings of every kind. They have laid down an extensive plant for the heat-treatment of alloys and are prepared to undertake any kind of work, for the Aircraft Industry in light metals, in fact, no job is either too small or too large for them. Their work includes crank-cases of all types and sizes, cylinder-heads, front and rears covers, induction cases, manifold pipes etc. They have supplied these components for the Leopard, Jaguar-Major, Jaguar, Lynx-Major, Lynx, . Mongoose, Genet-Major and Genet in aluminium alloy, and the firm also specialises in castings in manganese bronze, aluminium bronze, gun-metal, phosphor-bronze, brass, ete. to official specifications. The company’s modern and up-to-date foundries are thoroughly equipped for all kinds of aircraft castings and they cover a site of six acres in the most healthy part of Coventry. The Fozel Castings Co. Ltd. is under the capable super- vision of Mr. Arthur Saunders who will welcome any en- quiries from the Aircraft Industry. AIRCRAFT ACCESSORIES. Rubery Owen and Co. began the manufacture of aircraft accessories so long as 20 years ago. Their early products consisted of eyebolts and strainers, as well as steel frame- work, both pressed and tubular. And as early as 1911 they had produced a small catalogue of aircraft parts. To-day they are one of the largest manufacturers of aero- plane components. They produce, in high tensile steel, stainless steel, mild steel and duralumin, all manner of A series of cylinder-head castings in “ Hiduminium” R.R. 50 alloy.

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The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1251 A.G.S. parts and their plant is fully equipped to turn out vast quantities of repetition work to any specification. Rubery Owen components have been used in all the pro- minent British post-war flights, notably those of Sir Alan Cobham in the Siddeley Puma-engined D.H.50 to Rangoon and back, and in the Armstrong Siddeley Jaguar-engined D.H.50 from England to South Africa and back and to Aus- tralia and back. SHEET METAL WORK. The Gallay Radiator Co., Ltd. of 103/105 Scrubbs Lane, Willesden, London, N.W.10, in addition to making radia- tors, as their name suggests, also supply petrol and oil tanks and general sheet metal work to the Aircraft In- dustry. They are contractors to Sir. W G. Armstrong Whitworth Aircraft, Ltd. for petrol and oil tanks and the high degree of supervision which the Aircraft Industry in general and the Armstrong Whitworth company in particular, exercise over their contracts is evidence that the Gallay Radiator Co., Ltd. have the necessary facilities and ability to deal with the most high-grade and exacting type of sheet- metal work required. The Gallay Radiator Co., Ltd. are approved by the Air Ministry and are prepared to guarantee their work to the utmost degree. METAL AIRCRAYFT FITMENTS. The Brooke Tool Manufacturing Co. Ltd. of Warwick Road, Greet, Birmingham, has supplied Sir W. G. Arm- strong Whitworth Aircraft, Ltd. with large quantities of small aircraft components over a veriod of years. This company attaches considerable importance to the production of machined aircraft material, and, as the attached photographs show, a very large portion of its up-to-date plant is devoted solely to this branch of work. The capstan lathe department which is solely devoted to the manufacture of aircraft components is equipped with the very latest machinery, and only recently the company has acquired a new semi-automatic capstan lathe which is the largest of its type made in Birmingham. This fact is recorded to emphasise the anxiety felt by the firm to be prepared to undertake any work that it may be called up to do within the limits of existing machinery. The Brooke Tool Manufacturing Co. is on the Air Ministry approved list, and the company will welcome en- quiries from anyone who has metal aircraft problems to solve. METAL PRESSINGS FOR AIRCRAFT. M. Mole and Son have been manufacturing sheet metal . and hot brass pressings for aircraft since the earliest days of flying. The firm was established in 1835 and has been on the A.L.D. approved list for many years. Their up-to-date factory is in Charlotte and Newhall Streets, Birmingham, and large extensions to the factory were opened in January of this year. The Company specialises in rib-struts, control-lever press- | ings, shims, tab-washers and all kinds of fixing plates, and a number of their products are used on the Armstrong Siddeley Lynx, Mongoose and Genet engines. ‘Other specialities of this firm are valve-rocker covers and stiffeners for the Armstrong Siddeley Jaguar engine. Two views of the works of the Brooke Tool Manufacturing Co. Ltd. And they also turn out large quantities of oil-strainers,. cable clamps, and brackets for Armstrong Siddeley engines. in general. In addition to their considerable activities in connection with the Aircraft Industry, M. Mole and Son have a large: output of automobile and electrical fittings. And, inci-. dentally, they make more automobile door-handles than. any other firm in Europe. REPETITION WORK. The Diamond Screw and Cotter Co. Ltd., of Ronald Road, Bordesley Green, Birmingham, manufacture small repetition machine parts, including screwed rods, nipples,,. union nuts, adaptors, and a variety of other small parts which are used in the manufacture of Armstrong Whit- worth aircraft and Armstrong Siddeley aero-engines. This Company are fully approved by the A.I.D. and work in materials to all Air Ministry (B.E.S.A.) specifica-- tions. . Their experience extends over a number of years, and’ they are in a position to supply all manner of repetition and screwed parts, hinge, taper, cheese-head, and button-- head pins, etc.. in quantity, and of a quality that is high. enough to meet the most exacting requirements. ; VALVE SPRINGS. J. H. Turner, of the Reliable Spring Works, Castle Street, Wolverhampton, specialises in the manufacture of every: description of springs in any metal. The firm’s experience dates back to the very earliest . days of aviation. The firm’s products are used almost exclusively by Armstrong Siddeley Motors Ltd. in their: range of aero-engines, and the list of achievements put up by Armstrong Siddeley engines can be safely said to. have been made possible by Turner valve-springs, which have given faultless service under every possible condition. The flights of Sir Alan Cobham from England to Rangoon and back, to the Cape and back and to Australia and back, the King’s Cups for 1923, 1924, 1925, and 1929,. the Grosvenor Cup for 1926 and a number of World’s: Light Aeroplane Records for Distance, Height and En- durance were made with Siddeley engines fitted with Turner valve-springs. oo Armstrong Siddeley engines are in use in thirty-three countries all over the World for Service and civil: use, and Turner valve-springs are giving unquestioned service wherever Armstrong Siddeley engines are in use. |. B.T.H. MAGNETOS. The magnetos fitted to the Armstrong Siddeley. Genet and Genet Major engines are of the type “ GL-5” manufac-. tured by the British Thomson-Houston Co. Ltd., Coventry. These 5-cylinder magnetos are arranged for spigot mount-. ing and have several distinctive features not found in the 4-cylinder magnetos. For example, the distributor brush holder is provided. with a trailing point 364° behind the main brush. This is. used in connection with a hand-starting magneto. when starting the engine. The distributor moulding is of unique- construction and operates with a small spark-gap between. DT rsd. On the left is the capstan lathe department and on the right the drilling and milling department.

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The B.T.H. GL-5 magneto. the metal brush and segments. The distributor is made in two sections to facilitate assembly of the high-tension leads. The. high-tension leads are assembled in radial grooves in the ‘back half of the distributor and are pierced by spikes which are an integral part of the moulded-in inserts. The front portion of the distributor is secured to the back por- tion by two screws, and the whole is held to the endplate. by two bolts. The H.T. leads are thus very accessible, good electrical contact is assured, and they are securely clamped in position. As this type of magneto is for 5-cylinder engines, it is driven at 14 times engine crank-shaft speed. The magnetos for the Armstrong Siddeley Mongoose, Lynx, Lynx-Major, Jaguar, Jaguar-Major and Leopard engines are of the B.T.H. “SC” Polar Inductor type. The first three engines are fitted with the type SC-7 magneto and the remainder with the type SC-14 magneto, and both are fundamentally the same. They are spigot-mounted, sta- tionary-armature machines, specially developed to meet the requirements of aeroplane engine ignition in regard to absolute reliability and endurance. These magnetos have a “straight through” steel shaft on which the rotating inductors.are mounted. As there are four sparks per revolution of the shaft, the magneto operates at half the speed at which a rotating armature type of magneto (suitable for a corresponding number of cylinders) is driven and this ensures long life of the various moving parts. The low speed sparking cha- racteristics of the magneto are extraordinarily good. A special type of distributor is provided which operates with a small spark gap between the rotating metal brush and the segments. With distributors of this design, dis- tributor tracking troubles are avoided, and, consequently, it is only necessary to clean the distributor track very infrequently. Nickel is used for the distributor segments and distribut- ing ‘electrode, as it has been proved by experience that this artis has longer life and greater freedom from pitting than others. The entire iron circuit, in which the flux reversal occurs, wr —— ne ss Wa The B.T.H. SC-14 magneto. The Aeroplane THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY. SUPPLEMENT... ‘JUNE 25, 1930 is laminated, which thus gives a very rapid rise of voltage at “break” and results in increased intensity of the spark. Both the type SC-7 and SC-14 magneto have an oil-tight gland in the driving end-plate, which prevents oil under pressure in the crank-case from being forced into the interior of the magneto. Both types can be arranged with or without shields for the contact breaker and distributor. On the Mongoose, Lynx, and Lynx-Major engines the type SC-7 magneto is driven at 7/8 engine speed, and on the larger Jaguar, Jaguar-Major and Leopard engines the type SC-14 magneto is driven at 1? engine speed. PISTON-RINGS. The foreword to a booklet recently published by the British Piston Ring Co., Ltd. states that “Half the secret of the success of a piston-ring consists of making it of the right material.” After years of experience this company has not only solved the problem of producing the right material, but has also perfected the design and manufacture of the piston- ring to an extremely high standard. “Brico” piston rings are made from cast iron which is cast centrifugally, that is, the molten metal under the action of centrifugal force is thrown to the surface of a metal mould which is rotated at high speed. This produces a much finer grain material than that which is obtained with ordinary sand castings. To attempt to describe, even briefly, any more about the manufacture of these rings is very much outside the scope of this note, but it is hoped that this may be done at a later date. In the meantime it is safe to say that the piston-ring has kept pace with the great improvements made in aero- engineering in recent years. Credit for this development is due to several manufacturers one of whom is undoubtedly the British Piston Ring Co. Ltd., of Holbrook Lane, Coventry. A copy of their booklet entitled “ Piston Ring Cast Iron ‘and Design” will be gladly sent to all interested persons, and the company extends an invitation to all aero-engine manufacturers to visit their works and there investigate any problems concerned with aero-engine piston-ring design. “TITANINE ” DOPING FINISHES. -The doping finish which Sir W. G. Armstrong Whitworth Aircraft Ltd. have always used on aeroplanes manufactured by them is made possible by the application of “ Titanine ” Dopes, Varnishes and Lacquers. Of the many outstanding qualities of these materials, durability and tautness under all climatic conditions pre- dominate. ‘These qualities naturally appeal to pilots who have to fly in all weathers, but in a still greater way do they appeal to aircraft constructors who are anxious to obtain the best results on aircraft which they manufacture, both at the time of production and after the machines have been subjected to the stresses and strains of use. Discrimi- nating manufacturers such as Sir W. G. Armstrong Whit- worth Aircraft Ltd. use ‘“Titanine” to ensure that they obtain the best possible results in doping finishes. “Titanine’’ materials have been used for over 10 years by Sir W. G. Armstrong Whitworth Aircraft Ltd. and also are used on the majority of aircraft constructed in this country. “Titanine” is also used on a vast number of machines constructed on the Continent and in the United States, Canada and elsewhere, which testifies to the claim of the manufacturers that it is the World’s Premier Dope. “Titanine” doping materials can be supplied in dis tinctive colour schemes to suit customers’ requirements. Particulars of various schemes can be obtained on applica- tion to the manufacturers and sole proprietors, Titanine- Emaillite Ltd. Head Office, Empire House, 175, Piccadilly, London, W.1. SMITH’S AIRCRAFT INSTRUMENTS. As with so many types of aircraft, Smith’s Aircraft Tnstruments are standardised on the Armstrong Whit- worth Argosy, a fleet of which are in successful use on the Continental air routes of Imperial Airways Ltd. The full range of instruments includes the “ Husun” compass, for which Smith’s Aircraft Instruments are sole selling agents. And thereby hangs a tale. About a year ago a certain aircraft set off from A to fly to B a quarter of an hour after another aircraft of identical performance had started the same journey. The first machine arrived at B a quarter of an hour before the other machine, Moralising, the pilot explained that this was due to his accurate compass, supplied by Smith’s, which enabled him to steer a perfect course. Smith’s Aircraft Instruments are also sole export dis- tributors for the famous K.L.G. sparking plugs, which plugs are fitted engines. as standard to all Armstrong Siddeley aero-

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oe Ft FE fe bt The Aeroplane JUNE 25, 1930 THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. 1253 BROOKLAND . ADVANCED DUAL The percentage of engine failures to-day is so small when compared with the. old days that the experience of carrying out an emergen y landing is practically unknown to the 1930 pilot. If and when a failure does occur, h's lack of experience in dealing with it will, there- fore, be liable to have serious consequences, unless he has previously had advanced dual instructon from the most competent in-tructors. THE BROOKLANDS _INSTRUC- TORS’ VAST EXPERIENCE qualifies them to give the most expert advanced instruct.on obtainable, which w Ill mike YOU competent and SAFE when YOUR engine fails. AVROS. MOTHS. — BLUEBIRDS. GALLAY RADIATOR CO. LIMITED. | The Brooklnds School of Flying Limited Contractors to Messrs. Armstrong Siddeley for Aeroplane Tanks, etc. BROOKLANDS AERODROME. Specialists in Sheet Metal Work, 103-107 Scrubbs Lane, Willesden. Telephones : Byfleet 436 and 437. a a a LE a TT Sy EE IY SIESTA, DUNKIRK to the DARDANELLES. ANTI-FRICTION | READY ON JUNE 21st. ; (WHITE) METALS Air Commodore C. R. SAMSON'S PERSONAL REMINISCENCES NUMBER ELEVEN ALLOY. — OF THE WAR, 1914-18. — TH= WORLD’S BEST. M)5T DEPENDA . LE—MOST DURABLE. FIGHTS & FLIGHTS | AS USED IN ARMSTRONG SIDDELEY AND IN MOST OTHER LEADING TYPES OF AERO ENGINES. Fr:m The. . Other grades fcr every possible requirement. HOYT METAL CO., LTD., DEODAR RD., LONDON S.W.15. 71 /- AEROP LANE BOOK DEPT., Of a= Telegrams: Profanity, ’Phone, London. Cannon House, Pilgrim St , E.C.4. (Postage 91.) ; (Postage 9d.) i SPECIFY HOYT ALWAYS } eS. XIX. KU RN EF VALVE SPRINGS AND PRESSINGS IN ALL SPECIFIED MATERIAL FOR ALL TYPt&£S OF AIRCRAFT AND AERO ENGINES. Supplier to Sir W. G. Armstrong Whitworth Aircraft Ltd., and Armstrong Siddeley Motors Ltd. for their aircraft and the foliowing types of aero engines; ‘‘Leopard’’ ‘‘Jaguar’’ ‘‘Lynx’’ ‘‘Mongoose’’ and ‘‘Genet.’’ Approved by Air Ministry. RELIABLE SPRING WORKS, 5, CASTLE STREET, WOLVERHAMPTON. R \ } S Made by I . E T BAXTERS (°°a'*ivers. ) LTD. ARMSTRONG WHITWORTH PARADE, sani AIRCRAFT Telegrams: ~ - ‘“‘MAKERS”’ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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| The Aeroplane THE ARMSTRONG WHITWORTH AND ARMSTRONG SIDDELEY SUPPLEMENT. JUNE 25, 1930 Con Lek RC: PEP Me at ie yr Ss =a Ei seine MN Mae eaeale € ai eR hr ——— een fee vz = Vickers Wescat Lae ‘Co O- pear: i Cupiter Engine. 2 - ~ 5 a, ” or) sy tous y, Ss Pai co oy oe TL pee ht om Vee Fe Se oD ok ae Ne og th ae yao TIT tf fal ese at) ete So egy See = iit TP oS Tg PAS - ee & fy as € ¢ q 5 Bae FAMOUS. AIRCRAFT VICKERS AND SUPERMARINE AT THE R.A.E DISPLAY HENDON, JUNE 287! VICKERS “VICTORIA” The Troop Carriers that effected the Evacuation of the inhabitants of Kabul. VICKERS’ VIM Y” The First Srans-Atlantte SUA i twas accolmplshed wt a birry. DESIGNE RS : ' SUPER MARINE 3 AND cae eS ota . av as aca ERE TI ae ei si. y ee tf ae? V ‘ae, » ie | ". > 9 > ’ = \ = » U = Aj =F" 4 = « i | > 2 a >. : £3 > = 4% Ny) ‘ = } 4 i SAD . pace . a es Neg - ie i wt be ' a = | a | AVIATION] LIMITED PSI TE IA EER: Pe TES NF ne vn ae ee Sia B30 ae FN OVE de rae vies pe eek Sat a ee eh pl gets Sere ee | Ps ae Pca Mee Pas aie PTO A LE A BS . lee Set or adeee ASO es yi . a Se (x % ead da Bre HG hye: BE LERNER 66 9 7 SOUTHAMPTON | CON STRUCTORS | a Four Southarmptons” were sed or 9 the RASF farEast Pormotion light 2 of 27,000 miles. | ie IN THE ER EN NEW TYPE AIRCRAFT PARK VICKERS : Head Office: FOUR SEATER 1} VICKERS HOUSE, BROADWAY, NIGHT BOMBER. 1 LONDON,SW1. SUPERMARINE ROLLS-ROYCES.6. & Works: or tHe sciNNES-prropry ||| BYFLEET ROAD, WEYBRIDGE, AND HOLDER OF THE WORLD'S SPEED RECORD SURREY. i OF 357-7 M.PH. me ees = — = — — . s Gen, r PEL “ pees Lf ata Pe te oe a ar etn MP ger oy Nw weal - - " Lae # eS a ae or Ee AT S re A aS NETS Pa we Pe PPS 24 sea he Er gal ; Bevis) eesti Sete 2S Teen ba 1 a . $e, é = Rae an corneal : = a * * a ~. wi, Loe ae : ,. Vickers Victoria’ Troop Carrier, . ~ be Vickers (A vJa on peed tet; Wey 2rilges Lron Xl Engines ) BAG bee BN: ’ Nico j | . ; ek icreoil be chek ee KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. vig ae Google ae. 5.

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The JUNE 25, 1930 THE LIGHT THE HOUSEHOLD BRIGADE PARTY.: On Saturday, June 21, the Heston Air Park gave another of those delightful afternoon parties which it does in a way which is quite its own. The actual givers of the party were the Household Brigade Flying Club, and the occasion ‘was the Competition by Members of the Club for the Gwynn ‘Maddocks Cup, which was presented to the Club by the parents of the late Mr. Gwynn Maddocks of the Coldstream Guards who was killed at Brooklands two years ago. The winner of the competition was Mr. A. V. C. Douglas, Scots Guards, with Mr. J. K. Mathew, Irish Guards, second, and Mr. Raymond Quilter, formerly Grenadier Guards,. ‘third. Mrs. Alan Butler, Mrs. Vereker, and Mrs. Cleaver also competed, as wives of officers or retired officers of ‘Guards regiments. Taking it all round the handling of the machines was extraordinarily good. The cup was presented to Mr. Douglas by Maj.-Gen. C. F. ‘Corkran, C.B.,C.M.G. | The second event was a demonstration of the Desoutter by Mr. H. M. Schofield of National Flying Services Ltd., who ‘put up his usual neat and convincing performance. Following this came an exhibition of aerobatics in forma- tion by three Gamecocks (Jupiter) of No. 23 (Fignter) Squad- ron from Kenley. The pilots were Fit. Lt. R. L. R. Atcherley, Fig. Off. Duncan S. MacDougall, and Sgt. White. There may be more perfect formations in the R.A.F., but if there ‘are they must be hard pressed to prove their claims to superiority. The formation did all those things which have ever been done in the way of formation aerobatics, includ- ing keeping the most perfect formation while looping. The next event was an exhibition by Mr. L. S. Snaith in a Comper Swift (A.B.C. Scorpion). Owing to a slight mishap with the cap of his petrol-tank Mr. Snaith’s style was rather cramped, and he was unable to fly upside down as much or as low as usual,—which formed the basis of an elaborate and ingenious story by a brother officer. Said he, in effect, ‘There has been a lot of trouble about this low flying lately. Somebody removed the hat of the Director of Civil Aviation with his tail-skid the other day, so low flying is unpopular. In fact the authorities have a lot of plain-clothes men down here to-day watching for somebody to fly low so that they can make an example of him. And you see the result. There’s Snaith, who generally can’t be seen when the grass is long, flying so high that you can’t see him anyhow,—and there are some of the plain-clothes men watching him,”’—he ended, nodding his head towards a party which included a couvle of perfectly respectable Group Captains and a Wing Commander or two, who were thoroughly enjoying a peaceful afternoon party. Thereafter came an excellent display of. individual aero- batics in Gamecocks by Fig. Off. D. S. McDougall and Fig. Off. F. X. McKenna. Then Fig. Off. J. G. D. Armour proceeded to some crazy fly- ing in a Moth, followed by Fit. Lt. G. H. Stainforth who flew upside down and did inverted falling leafs and things in the Junkers Junior (Genet engine). Aeroplane 1255 AEROPLANE AND THE FLYING CLUBS. VICTOR LUDORUM.—Major-General C. E. Corkran presenting the Gwynn Maddocks Cup to Mr. Douglas of the Household Brigade Flying Club. (‘‘ Aeroplane ”’ photograph.) The party was ended by Mr. Raymond Quilter doing a sensational parachute drop from a Puss Moth piloted by Mr. Lawrence Hope. Mr. Hope, who has had quite an amount of experience of this sort of thing, manceuvred for a nice position up-wind from which a parachute should drift well into the aerodrome. Mr. ‘Quilter, who was making his first parachute drop and had decided in his own mind. to do a delayed drop, dropped what looked like about half AN INNER.—Measuring the score of a Household Brigade competitor for the Gwynn Maddocks Heston. Little tape was needed for this one.

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1256 the distance between the machine and the ground before pulling the string. The result was that he came down several hundred yards short of the aerodrome. At the time it rather looked as if he had fallen into the Car Park, which would probably have been bad for him and probably for a car or two as well,—for a heavy man dropping at parachute speed would go through the roof of any car on which he fell, and might, with lee-way, conceivably damage the roof of one and the side of another, besides himself. ; After this event there was a good deal of interesting flying and a number of important people were taken up in the Puss Moth, which seems likely to be one of the most popu- lar aeroplanes in the World. ‘The Gamecock formation departed in exquisite formation and everybody went home pleased. Somewhat naturally one would expect the Household Brigade Flying Club to get together a good-looking crowd, but even so there is a good deal of satisfaction in finding that the right people are beginning to take a lively interest in flying.c. G. G. THE REDWING. There was a pleasant ceremony at Croydon Aerodrome when the Redwing was formally baptised by Sir Sefton Brancker on Thursday last. Referring to the slow landing and general handiness of the machine, Sir Sefton remarked that it was what was wanted to-day, i.e., an old gentleman’s aeroplane. He referred to himself as an old gentleman who is fond of flying, but all we have to say is that if the Air Vice-Marshal was any younger in spirit when he was 21 than he is now he must have taken a bit of holding in those days. In the bottom right-hand corner of the Robinson Aircraft Company Ltd. invitations to the cere- mony was a small notice which was highly appreciated after the actual baptism—these were partaken of in the Aero- drome Hotel, and Mr. Robinson is to be congratulated not only upon his excellent aeroplane, but also upon his charm- ing hospitality.—spry. YE HALDON RALLYE. Considering the state of the weather, which, in so faras the Haldon Aerodrome, near Teignmouth, Devon, was concerned, consisted of low clouds and fairly high winds, the Rallye, held on Saturday last, was a huge success, which the organ- isers, Mr. Parkhouse and Capt. Lamplugh, thoroughly de- served, as their last effort in this direction was a complete fiasco owing to the most appalling weather conditions. While handing the organisers a laurel crown, one would like to give them a gentle jolt concerning the state of the aerodrome surface. The huge and fearsome clouds of dust, raised by machines taxying, were a continual nuisance to the spectators in the southern and eastern enclosures. Pilots and mechanics also suffered. In fact a certain West-Country pilot arrived a handsome fair-haired Saxon and departed a filthy specimen of a Dago. Having unloaded this trifling grievance, one will now pro- ceed to the business of the day. At 11.00 hrs. the first machines entered in the Teignmouth Air Trophy Competi- tion arrived. In this event, which is a variant of the usual arrival competition, the entrants were required to declare their point and time of departure, together with an estimate of their speed. On arrival the difference between their actual speed and declared speed was found. The distance covered was then divided by this difference, and the entrant obtaining the lowest figure from this abstruse mathemati- cal calculation was declared the winner. Mr. P. A. Wills, in a Cirrus Moth, flying from Heston, put nea, ERS SLAs pay. The Aecroplane A GOOD VIEW.—The pilot’s seat in the Desoutter Mark II, in flying position, showing the fine view all round. —(‘‘ Aeroplane” photograpit.) up the winning performance. His figures are as follows,— Declared Speed 65 m.p.h., Actual Speed 64.79 m.v.h., with resulting figure of .21. Second place went to Mr A. H. Downes-Shaw, and Mr. A. C. M. Jackaman had to be con- tent with third place. There were 14 competitors. At 13.30 hrs. Mr. S. A. Thorn took the air in his Hermes-Avian, and gave a very Stylish aerobatic display, his inverted flying and quick rolls were particularly pleasing. Mr. Thorn is also to be con- gratulated on the way in which he brought his machine in through a crowd of arrivals, after his engine had accidentally cut out, shortly after his display. About this time there was a fly-past of a specimen of each type of light aircraft present. The Desoutter was flown with pilot, two passengers and baggage, and the Puss-Moth was demonstrated solo. Surely if machines are to be shown off to the best advantage they should carry designed loads or at any- rate equivalent loads, The three Bristol Bulldogs from No. 17 (Fighter) Squadron, piloted by Fig. Off. Saville, Plt. Off. Cole and Plt. Off. Watt, put up a very good show, despite the low clouds and general bumpiness, which usually interfere with combined aerobatics in close formation. A fourth Bulldog, piloted by Wing Cdr. Reid, A.F.C., O/C. No. 17 (Fighter) Squadron, was also present. and fin and lower undercarriage. THE DESOUTTER MARK II.—The latest type is seen here with inverted Gipsy III engine, new typ . x ~ Wet = e rudder . , § SRE WING ECR SR It also has improved visibility and performance as described on June 18. —(‘‘ Aeroplane” phatograph.) “June 25, 1930

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JUNE 25, 1930 The Aeroplane WESTLAND AIRCRAFT FOR ALL PURPOSES Lh . irs Oa WAPITI GENERAL PURPOSE TWO-SEATER For Military and Police Operations throughout the World. All-metal or composite wood and metal construction— can be fitted with Jupiter VIII or Jaguar Engines— Seaplane or Skiplane undercarriage interchangeable with land chassis—as supplied to the R.A.F., R.A. A. F., and S.A.A.F. WESTLAND AIRCRAFT WORKS (Branch of Petters Limited, Oil Engine Manufacturers). YEOVIL, ENGLAND. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1258 The next item was a Challenge Race between private owners. This was a particularly stout effort on the part of the handicapper, Capt. A. G. Lamplugh. Six machines took part, and the result was a dead- heat between Mr. Thorn, in a Hermes-Avian, and Mr. A. C. M. Jackaman, in a Coupé Moth, with the rest of the competitors in a bunch right on their rudders. An exceedingly close finish, which delighted the crowd immensely. While this race was in progress Mr. H. S. Broad gave one of his usual faultless aerobatic shows in a Gipsy-Moth. He later won the Balloon Bursting Competition by bursting the only balloon caught with a thrilling zoom in a Puss-Moth. Then followed in rapid succession a demonstration of the Autogiro by Mr. Rawson, a crazy flying show by Fit. Lt. T. Rose, A.F.C., in a Moth, and aerobatics in a Desoutter by Mr. Schofield. The Parachute Descent by Mr. John Tranum and the Haldon Map Reading Competition were postponed owing to,weather conditions, but one understands that these events were successfully staged on the following day, Sunday. The prizes were presented by Mrs. G. S. Young, wife oz the Chairman of Teignmouth Council. Altogether there were 44 machines present, made up as follows: 17 Gipsy Moths, 5 Cirrus Moths, 3 Coupé Moths, 2 Puss Moths, 4 Bristol Bulldogs, 2 Hermes Desoutters, 2 Hermes Avians, 2 Cirrus Avians, 2 Cirrus Widgeons, 1 Cierva Autogiro (Genet Major), 1 Westland Woodpigeon, 1 Salmson Klemm, and 2 joy-ride Avros. It will be noted that the genus Moth numbered 27, so that it may well have been advertised as a Mothers’ Meeting. Among the machines was to be noted the ancient and one and only Westland Woodpigeon, whose owner-piiot, Fig. Off. Scroggs, was greeted with many rude and coarse remarks, after flying very sedately from Northolt. This aeroplane, or whatever it was called on Saturday, is now nearly 1( years old, and despite its decrepit appearance, its flying qualities are still a credit to its constructors.—a. H. L. AN UNHERALDED DEPARTURE. On June 20 Mr. James Mathews and Mr. E. L. Hook left Lympne in a Gipsy Moth, G-AAWYV, for the Continent and reached Lyon, where they spent the night. The next morn- ing they went on to Marseilles and left for Rome later on Saturday. Their destination is reported to be Australia. Mr. Mathews was formerly employed by Mr. Bert Hinkler. The pair spent Saturday night at Pisa and left again on Sunday for Naples and Catania without landing in Rome. ACQUITTED. A charge of low and dangerous flying brought against Mr. F. G. Miles, managing director of Southern Aircraft Ltd., at Hove, has received some publicity of late. Mr. Miles was accused, by Miss Florence Milne, of Hove, of flying over the heads of bathers “ too low to give anyone a chance of being saved if there had been an accident,”—whatever that may mean. Mr. Miles’stated that he was never less than 200 ft. above the water. The case was dismissed. GOOD BUSINESS. On June 5 Mr. Kroller, of London, flew to Barrow to inter- view a business colleague on a matter of importance to do He arrived at 09.15 hours, and the second with shipping. The Aeroplane JDNE 25, 1930 —— party to hie conference immediately decided to go to Hol- land as a result.. A second air taxi of National Flying Ser- vices was got from Leeds and flew him to Harwich in time ye oe boat, what time Mr. Kroller flew back to work in ondon. AN ISLAND DEBUT. The Islanders of Wight were treated to their first ‘‘ Aerial Pageant” on home grounds on June 12, when the Isle of Wight Flying Club was formally inaugurated at Shanklin Aerodrome. Visiting pilots of such name and note as FIt. Lt. Rose, Messrs. Neville Stack, R. R. Bentley and George Murray, besides others, gave exhibitions of flying. The Club is operated under the proprietorship of Wight Aviation Limited, who organised the Pageant. Considering that it clashed with several other rather important events on the Island, the attendance was good, and perfect weather followed an unpromising morning. The opening ceremony was performed by Sir Alliott V. Roe. Ten aircraft took part in the parade, including Klemm (Salmson), Spartan (Cirrus III), Blackburn Bluebird (Gipsy), Moth (Gipsy), Avian (Hermes), and Moth (Hermes). Among the pilots present, besides those already mentioned, were Lt.-Col. L. A. Strange, Messrs. Thorn, Rogers, Brown, Ash, Windsor, Allen, Cliff, and Woodward. Lubrication trouble brought Flt. Lt. Rose down shortly after he had taken off with Mr. Tranum for the parachute event. Col. Strange took up his duties,—and Mr. Tranum, who performed with his usual aplomb. Mr. Thorn won the aerobatics competition against Mr. George Murray, Mr. Bentley did some crazy flying on the original Moth of his South African flights, and later won a bombing competition. Mr. E, C. Brown won the balloon-bursting, and finally Mrs. Bentley presented the prizes. Spectators are unanimous on the quality of the flying, but they concur in hoping that the management of the enclosures will be better done on the next occasion. The chaotic method of admission gave the function an air of the popular amusement park rather than the dignity of an inauguration. Such an event should certainly be so ordered as to add prestige to the new Club and its members. FROM BROOKLANDS. The total flying hours of the School during the month of May amounted to 190. During this period Messrs. Ruutz- Rees and Ogilvie-Forbes completed all tests for their “B” licences, also the following pupils have qualified for their “A” licences—Messrs. Bowles, Oliver, Stewart, Moncrieff, Wright, Taylor, Wickstead. The Whitsun Holidays found the School joy-riding at Brooklands, Northampton, Clacton and Runnymede. Commander Leathes and Mr. Bharucha, who flew off to Kenya in the former’s Moth during April, had the mis- fortune, after nearly completing the journey, of having their machine partially damaged by fire started by a hostile tribe while they were lunching at a stopping place en route. We understand it was a case of mistaken identity. ie, aon, Dee es SES IN SES THE LATEST AVRO.—The Avian Monoplane (Genet-Major). MALLITE PLYWOOD USED BY THE LEADING AIRCRAFT MANUFACTURERS THROUGHOUT THE WORLD.

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JUNE 25, 1930 The Aero p lane 12584 pale “a oe oy : y this ad Steer : gn F vs - ¢ & Whe, - 8,90. < wry be? j (this unique service ” for private aircraft We have added a type of vehicle specially adapted for aircraft ser- vice. This vehicle is equipped with two piston type pumps enabling two machines to be replenished at the same time. Quicker re-fuel- ling and accuracy of measure are assured. — 7 This service for private aircraft is available at all principal Air Meetings. fill up Henlys have pleasure: in announcing that Avian prices have been reduced to th: following exceptional figures: MARK IV. with Cirrus Il. engine and full soneare oe equipment - - = -« ° with a You MARK v.M Sa Hea le aad mgtal to fly a Mark iV. M Sports Model . : : 2825 Puts new fy. ot een gion ore tee Sit enlys. br eke cE Ea if HENLYS ANGLO ad P E RS ] AN OIL CO. LTD Sole Avian Distributors In the United Kingdom, British Petroleum Co. Ltd, Britannic House. Moorgate, E.C.2 DEVONSHIRE HOUSE, PICCADILLY, W.1. Distributing Organization Hangars and Special Staff—Heston Air Park Middlesex. Tel.: Hayes 410. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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12588 The Aeroplane - JUNE 25, 1930 THE AUTOGIR with device for starting the rotor blades. - The Autogiro constitutes the first practical solution of the problem of completely controlled flight. It ensures safety. It cannot stall. It can ascend and descend in a small area. ~>o B® For farther particulars apply to: THE CIERVA AUTOGIRO COMPANY Led. BUSH HOUSE, LONDON, W.C. 2. Telephone; Temple Bar 2501. CAPT, THE RT. HON. F. E. GUEST, P.C., D.S.0. Chairman of the National Flying Services, Ltd. For every man and woman who flies to-day, thousands will do so when better facilities exist—for évery aerodrome and landing ground now available for private fliers, scores will spring into being when the need for them is recognised. This, in a few words, explains the origin and points to the objects of National Flying Services, Ltd. The aim of the Company is to- organise a system of national flying facilities that will make air travel the most pleasant and convenient, as well as the fastest method of locomotion. ‘Their service includes all aviation activities—air taxi services, commercial flying of all kinds, garaging and servicing organisation for aircraft and flying tuition. Realising that efficient lubrication of aircraft engines is of vital importance, National Flying Services, Ltd., use Duckham’s Adcol N.P.5. on their own machines—a striking tribute to this New Process Oil which is stocked at all N.F.S. air parks and landing grounds. Adcol N.P.5. surpasses the Air Ministry’s specification D.T.D. tog. P.4—the most exacting test in the world. Duckham’s Adcol for Better Lubrication, Advertisement of Alexander Duckham d: Co,, Ltd,,6 , Broad St. Place, London, E,C 2. KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 25, 1930 THE NEW ViCKERS COMMERCIAL ' ~MONOPLANE FOR AUSTRALIA. | West Australian Airways Lid. of Perth, W.A., have ordered from Vickers (Aviation) Ltd. two Vickers Viastra 14- seater all-metal monoplanes, each with two 480 h.p. geared Bristol Juniter XI F engines. 7 These machines are due for delivery in November and they will be immediately put into service on the new Adelaide-Sydney extension of the Trans-Continental Perth- Adelaide route, which has been operated with conspicuous success by West Australian Airways for just a year. Apparently the chief reason for introducing new machines after sucha ‘short period (as compared with Imperial Air- ways which keep on with old types for many years) is that the strong winds in the South of the Australian Continent make high speed imperative if the air mail is to beat the railway... - - .The new extension will connect with the Trans-Con- tinental, and passengers and European mails which will leave Perth on Tuesday mornings will arrive in Sydney at 09.30 hrs. on Thursday mornings. The company will erect and maintain at Hay a hostel Similar to that at Forrest, W.A., on the Trans-Continental route, for overnight accommodation. Ls The Vickers monoplane has been developed by Vickers (Aviation) Ltd. to give the commercial aircraft operator a cheap, fast and reliable aeroplane. It is adaptable to various engine installations with either one, two or three engines and it can also be supplied with either land undercarriage or floats. =, . A brief description of. this machine appeared in THE AERO- PLANE for April 30 but for. those who missed this description the main features will be repeated. . | The Viastra is a high-wing monoplane of all-metal construc- tion, including the covering. The fuselage has accommoda- tion for two pilots seated side-by-side forward of the wing in an enclosed cockpit and aft of this cockpit and below the wing is the cabin, which seats twelve passengers. The cabin has double walls between which is placed a special sound-resisting stuffing... A special ventilating system allows for fixed windows and a further reduction of noise. Exhaust-heated or electrically-heated air.is provided. Aft of the cabin, is a lavatory and there are two baggage compartments one forward and one aft of a total capacity of 100 cub. feet. The capacity of the cabin and !avatory is 640 cub. feet. Should the machine be wanted for freight-carrying pur- poses the passenger seats, which are quickly detachable, may be removed. The undercarriage is of the divided type with a very wide track. The wheels are fitted with Vickers patent hydrau- lically operated wheel brakes, and there is a _ castoring tail-wheel with oleo springing. The power plant may consist of one Bristol Juviter, two Armstrong Siddeley Jaguars, Jaguar-Majors, or Bristol Jupiters, or three Armstrong Siddeley Lynxes, Lynx-Majors or Mongooses, but any other engines of similar power may be fitted. With the two Jupiter engines Vickers (Aviation) Ltd. offer a guaranteed top speed of 160 m.p.h. and a cruising speed of 140 m.p.h. The pay-load of the Viastra varies from 2,050 lbs. to 2,460 lbs., as a landplane, according to the power plant used. itt . , Ad | ene eas 3 sb asian cm, 9099908: | ee Re AS anstans ‘\ The. Aeroplane COMMERCIAL AERONAUTICS. soever with their 1259 - AUGMENTATION. To augment their fleet of D.H. Hercules biplanes for the Egypt-India section of the Imperial mail route, Imperial Airways Ltd. have bought, second hand, one of the Hercules | belonging to West Australian Airways... THE INAUGURATION AT NOTTINGHAM. On June 19. Air Vice-Marshal Sir Sefton Brancker, ‘Director of Civil Aviation, opened the new Municipal Aero- drome of Nottingham at Tollerton. The site was developed by and the aerodrome leased to National Flying Services. It is the fifth aerodrome established by the organisation. Sir Sefton said, when he opened it, that the aerodrome must be recognised as a national asset, for the unity of the Commonwealth of Nations was largely dependent on the British becoming the airmen of the world as they had been the seamen of the world. : | The Lord Mayor of Nottingham, Councillor W. Wesson, was present at the opening, accompanied by several civic officers, and they looked on with a crowd of 5,000 people at. exhibition flying and races. be ; A race over a course of 30 miles was won in a Spartan by Mr. H. Andrews, of Southampton, at an average speed of 98 m.p.h. Mr. H. M. Schofield gave a display of crazy flying on a Moth, and a parade of aircraft showed the spectators a good variety of types. Among them was Mr. Egglesfield with the Autogiro,—the first time this machine has been seen in public for some while, despite several — advertised appearances. ANOTHER LITTLE STEP. The provision of special boxes for air mail only is now an accomplished fact at a limited number of points in the London area. Letters posted in these boxes will have the advantage of special collection in time for dispatch by: the earliest aeroplane available for their destination, and should be stamped with the proper surcharge and either marked prominently “ Air Mail” or labelled with the official blue sticker. . Letters not marked for transit by air, or not prepaid with’ the air mail fee, will be delayed if posted in the special air. mail boxes. . These have been erected on the following sites :— King Edward Street, E.O.1 (outside G.P.O.); outside Ludgate Circus branch post office, E.0.4; Moorgate, E.0.2 (opposite Britannic House); front of Royal Exchange, E.C.3; outside W.C. district post office, High Holborn, W.C.; High Holborn, W.C. (south side, opposite Staple Inn Buildings); East Strand, W.C. (near Surrey Street); outside Charing Cross branch -post office, W.C.; Oxford Street, W.1 (N.E. side); - Pic- cadilly Oircus, W.1 (opposite Pavilion Theatre); Victoria Station, S.W.1 (entrance to forecourt). Additional boxes will be provided shortly at :— Charles Street, Haymarket, S.W.1 (front of Imperial Airways offices); outside Parliament Street branch post office, S.W.1. THE VOYAGE TO AUSTRALIA. The following letter has been received :— Sir,—With reference to the letter from the Desoutter Aircraft Company in the last issue of THE AEROPLANE, we are happy to be in a position to confirm the statement made by our friends, The Desoutter Aircraft Co. Ltd., to the effect that Messrs Piper and Kay, during the whole of their flight from England to Australia, experienced no trouble what- machine. ; (Signed) CIRRUS AERO-ENGINES, LTD.

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1260 A TALE OF THREE CITIES.—PART II.. In announcing last week the inauguration of the new Im- perial Airways service (to connect the North and Midland with the Continent) by a flight from Croydon to Birming- ham, Manchester and Liverpool, THE AEROPLANE was some- what sanguine. Owing to a very bad weather report from Liverpool the scheduled flight was abandoned at Manchester. The pilot had never previously been to Speke Aerodrome, Liverpool, which has no markings whereby it may be recog- nised, especially in the evening with a Mersey mist in attend- ance. Visibility was reported to be about 300 yards, which is common enough thereabouts at other seasons, but is a pretty good summer effort even for the Mersey. The Lord Mayor of Birmingham, who had flown with the liner from Croydon, and his Lady Mavoress, who joined the Argosy at Birmingham, were obliged to Stay the night at Manchester, instead of making their projected—and ex- pected—visit to Liverpool. And so did a pleasingly antici- patory reporter of The Liverpool Echo, who flew to Paris on the outward service the day before. A NEW LEASE OF THE STONE AGE. To invite the custodians of our roads to aerodromes, and there to exhibit to them assorted samples of granite chips and assorted road stones, has all the earmarks of a Machia- vellian stroke. Verily the stone merchants of Leicestershire believe in heaping coals of fire on Newcastle, and further- more, in suspending a sword of Damocles, in the form of the road-free aeroplane, over the heads of those who should be making roads fit for others than heroes to travel. The inference is that, without swift and profuse appli- cation of Leicestershire granite chips, the roads. will Shortly be practically deserted expanses of bumps and hol- lows underneath populous highways of the air, which would be bad for quarries and highway experts alike. The fact that granite had never before been transported by air in the history of aviation was not the point to em- phasise about the exploit of the Associated Leicestershire Quarries Ltd. and their collaborators on Friday, June 20. The first of anything is not necessarily as significant as the be- ginning of a policy, and continuity counts for more than priority. Two aeroplanes, both owned by Mr. W. Lindsay Everard. M.P., president of the Leicestershire Aero Club, were used to carry neat sample cases of granite road-metal from Des- ford, Leicestershire, round a circuit of Grantham, Northamp- ton, Heston, Cambridge, Stag Lane and back to Desford the Same day. Mr. Everard’s new Puss Moth, G-AAXM, was piloted by Mr. F. H. Stewart David and carried Mr. C. F. K. Smith, Commercial Manager of the Bardon Hill Quarries; and the Gipsy Moth, G-AAUH, was piloted by Mr. C. E. Hurst and carried Captain W. G. Hurt. All four are mem- bers of the Leicestershire Aero Club. Mr. Everard is a true sportsman, as evidenced by the names of his air stable, UH is called The Foxhound, and XM the Leicestershire Fox, and further proved by the fact that. as Sir Sefton Brancker pointed out, the latter is a great deal faster than the former. The Leicester and County Chamber of Commerce also helped to organise this demonstration. The aeroplanes left Desford at the fashionable business hour of 10.30 and XM flew to Grantham, left samples and set off for Heston which was reached soon after 12.30 against a head wind. UH had meanwhile visited Sywell and arrived at Heston with the other after a rendezvous at Stag Lane. At Heston the aviators enjoyed a really sumptuous lunch aS guests of the Associated Leicestershire Quarries, with Capt. C. H. Martin, of that firm, in the chair. Among those who were there to cheer them in and share the lunch were Lord Ponsonby, Parliamentary Secretary of the Ministry of Transport; Mr. F. Montague, M.P., Under-Secretary of State for Air; Air Vice-Marshal Sir Sefton Brancker, Direc- tor of Civil Aviation; Col. C. H. Bressy, C.B.E., Chief En- gineer of the Roads Department, Ministry of Transport; Capt. H. H. Balfour, M.P., Secretary of the Air Committee of the House of Commons; Mr. W. Lindsay Everard, M.P., Capt. A. C. N. Dixey, M.P., Mr. E. Winterton, M-.P., Mr. A. Dryland, County Surveyor of the Middlesex County Coun- cil, Mr. J. G. Carey, Surveyor of the Heston and Isleworth District Council, Mr. Nigel Norman and Mr. F. A. I. Muntz. After the Royal toast the Chairman proposed ‘‘Commercial Avia- tion and the Road-stone Industry.” He thanked all his collaborators in this, the first trial of salesmanship by air in the granite business at least, and complimented Mr. Lindsay Everard on his sportsman- %£ Triplex: \P XE TRADE MARK | 7 re a io. REGISTERED * i - Lal The Aeroplane JUNE 25, 1930 ship and public spirit. Many people, he said, thought that Leicester- Shire occupied itself with little more serious than fox hunting, but in the western part of the county they did quite a little quarrying, in fact rather more than any other English county. Lorp Ponsonsy said that the road-stone industry was not faced by foreign competition as seriously as some others, but it was good to see yet another example of British enterprise breaking through British indolence, waking up, and doing things rather faster and better than anyone else did them. Mr. MONTAGUE complimented those who had conceived and organised the trial of high-speed salesmanship. Str SEFTON BRANCKER remarked that extremes constantly meet and the unexpected happens. He had often imagined Paris creations, caviare, and other light but costly commodities, being sent by air, but his wildest dreams had never contemplated granite. However, fox hunting was a good education, as witness the sporting instinct which named one aeroplane Forhound, and a much faster. one Leicestershire Fox. In many ways England lagged behind the world, partly because there was little incentive to fly within England where train and motor services were good; but within the Empi-e, there was every incentive. Private enterprise, too, was capable of rising above mere incentive, as witness Messrs. Norman and Muntz, who founded the best and most flourishing Air Port in the country without any help whatsoever Mr. DRYLAND proposed the health of the Chairman. THE CHAIRMAN thanked the company, and announced that services were gradually growing up which made business by air more and more practicable. For instance, the A.A. message service. AS an example, some time before the aeroplanes arrived at Heston he got a message from the A.A. patrol box at Rockingham which had been dropped there from XM after it had visited Grantham. It read: ‘Samples received and approved. Congratulate Associated Leicestershire Quarry Owners on their enterprise in being the first in Great Britain to send representatives of granite by air. Signed: W. B. Puiser, County Surveyor, Kesteven County Council.” The machines took off at 14.30 hours for Stag Lane and Cambridge respectively. where they had appointments with other road-men. MANY INVENTIONS. To dine at 7.30 provincial, quotha! ? Eh, Sirs! the gentle- man doth bite his thumb at us in this matter—he doth indeed. Now, by the holy bowler hat of Sanct Botargo of Bologna, we will dine, aye and wine withal, at the crack of dawn rather than subscribe to the slavish conventions of Clapham in such matters. What? Shall a man be crammed into a parboiled shirt at 8.30 p.m. to masticate cold mutton because, forsooth, it is so ordained in the Balham Book of Hours—A truce to such mumchance mockery, say we! Mr. Jack Mathews and Mr. Hook who set off by stealth from Lympne on Friday morning at 04.30 to fly non-stop to Marseilles in a Moth named Dryasel gave their friends a lot of unnecessary anxiety because they were not heard of till Saturday morning when they got to Marseilles. Secrecy is all very well, and is in this case, we suspect, all part and parcel of the evasion of an I.P.A. owed us by the nimble Jack. But many of us began to fear the Dryasel had become wetasel in the ditch. Jack Mathews ought to have known better anyhow, and when he comes back after a record-breaking flight to Australia he should be compelled (as well as paying a fine of two I.P.A.s) to circumnavigate the British Isles in an ox-drawn tumbril, circling every village pub widdershins and anti-clockwise and reporting to the Ministry of Transport from every village post-office. Lord Strickland, who recently flew from Marseilles to London by the Air Union daily service, was greatly delighted with his flight and asserted he would make a practice of using that service in future. Walcott Air Lines Ltd. had a most successful week, and especially week-end, with their London-Le Touquet services. One passenger fell asleep on his first flight before leaving the French coast and had to be awakened when the machine drew up on the tarmac at Croydon. He had en- joyed his flight as a sleep, but was a trifle peeved to have missed it as a flight. _ This firm operates from Eros House, Piccadilly, but it is not generally known that the site was chosen by the firm on account of the remarkable likeness of Mr. Clark, their chief pilot, to the late statue of Eros’in Picadilly Circus. Regarding this internal flying, the time will surely come when it will be quite possible to run Winter services be- tween London and Liverpool, and anyhow if the provincial Liverpudlian can leave his native heath at 07.00 during the summer months each day and order his provincial tea (high, with relish) in the excessively provincial atmosphere of Hamburg he will make so much money in the summer by virtue of this excellent air connection that he will be content to hibernate at slow speed all through the winter in boats and trains.—SspPRY. ahle be Safe |

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JUNE -25;- 1930’ The Aeroplane 1261 \ Non - Periodic t.e. If the Magnet -System be deflected to any angle and be then released it overswings the position of equilibrium once only by a few degrees and then promptly returns to its position of rest. . ee” of Lode de Extremely Quick & Dead-Beat in Action Luminous & Non-Luminous. ee et ae Approved by ' Made in two sizes for Solo Flying and for Passenger ’Planes. Air Ministry for vil Av n Pease write] MELVIN, BOTTOMLEY & Barn, Ltp., eat se Spe piheas 18, Cambridge Street, Glasgow. Imperial House, 11-15, Air Street, Regent Street, London, W.!,_ AUTOMATIC SLOT CONTROL February, 1930. “The Safe Aircraft Competition has indicated also the practicability of the Handley Page slot in combination with rear flap, and constructors will sooner or later come to the employment of this device.” Professor Alexander Klemin, Daniel Guggenheim School of Aeronautics, New York University. HANDLEY PAGE, LTD., ___ Telephone : Cricklewood, Telegrams : Hampstead 7500. LONDON, N.W.2. Hydrophid, li London. $ KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1262 MOTHS IN CANADA. The following is a copy of a cable which has been received by the De Havilland Aircraft Co. Ltd., from De Havilland Aircraft of Canada Ltd., testifying to the use being made of the fleet of Moth seaplanes operated by the Ontario Pro- vincial Air Service: . During the season of great fire hazard Ontario Provincial Air Service is flying Gipsy-Moth seaplanes on forest patrol with amazing intensity and complete reliability stop from June first to seventh in- clusive pilot George Delahaye from Twinlakes flew 61 hours 15 minutes 7 hours 30 minutes 6 hours 40 minutes 7 hours 15 minutes on machine CFAPB daily times being 7 hours 15 minutes § hours 5 minutes thirteen hours ten minutes ten hours twenty minutes establishing record for service stop pilot John Orne flew Moth GCAOZ from Orient Bay 57 hours 20 minutes during same period and nine other Gipsy-Moth flew 49 hours 39 hours 5 minutes 37 hours 45 minutes 34 hours 55 minutes 31 hours 40 minutes 29 hours 40 minutes 23 hours 45 minutes 23 hours 35 minutes 23 hours 35 minutes stop all these figures are typical of the regular. work of the service. A LUCKY MAN. A curious accident befell Mr. J. H. Andrews last weex. After winning the race at Nottingham he came over to Leicester and just when he was coming down to land a blade of his airscrew broke. The unbalanced blade set uv such terrific forces that it fetched the engine clean out of the machine before he was able to switch off. Naturally the removal of the engine threw the machine completely out of balance, and it proceeded to come down in a kind of falling leaf, with all the controls in working order, but entirely ineffectual. Fortunately Mr. Andrews landed in a heap in such a way that he was not very seriously injured, though on Saturday he was still in a nursing home. RELICS OF FAMOUS FLIERS. An interesting series of Tabloid First-Aid Cases of historic interest associated with the names of men who made air history, including Vedrines, Cody, Grahame-White, Oving- ton, Picquet, Latham, Wellman, Turner, Bleériot, Alcock, Ross-Smith, Hawker, Cobham and Byrd, is a feature of the Ideal Holidays Exhibition at present being held at the Royal Agricultural Hall, London. The origin of this series of historic travel outfits dates from the early days of exploration, when Stanley undertook his daring journeys into darkest Africa. Practically every subsequent explorer of note, including Nansen, Scott, Stefansson, -Shackleton, Mawson, Bruce and Amundsen followed the example of Stanley and provided themselves with “Tabloid” Equipments prepared by Burroughs Wellcome and Co. The Aeroplane ‘June 25, 1930 THE BIG JUNKERS TRAVELS AFIELD. The four-engined, 40-passenger Junkers monoplane, D 2000, flew from Dessau to Le Bourget early last week with-a crew of seven and Sixteen passengers. It made several demon- Stration flights at the Paris terminal airport. ANOTHER TAXI DASH. Journeys by taxi-plane are becoming very much in the day’s work. On June 16 Lord Melchett was summoned to a business conference in Ostende from his home in Salis-, bury. He communicated with Imperial Airways, who sent a machine to bring him to Croydon for Customs formalities and then took him to Ostende in less than three hours from leaving Salisbury. PARACHUTE ORDERS. The Irvin Air Chute of Great Britain, Ltd., of Letchworth, Herts, has recently received orders for 300 parachutes from the Royal Air Force, for 200 parachutes from the Czecho- slovak Government, and for a small quantity from the Irish Free State Air Corns. A DESERVED APPOINTMENT. Pursuant to the resolution of the Board of Petters Ltd., Capt. A. S. Keev, M.C., B.Sc., has been elected additionai Director, the appointment dating from June 19. Capt. A. S. Keep has for many years -been associated with the firm as Technical Superintendent of the Aircraft Deparfment,— known Officially as the Westland Aircraft Works. PERSONAL NOTICES. BIRTHS. LEASK.—On May 2, 1930, at Karachi, to Leda. K. Graeme Leask, M.C..—a daughter (Natalia). wife of Sq. Ldr LINDBERGH.—On June 22, at Englewood, N.J., U.S.A.,to Anne, (née Morrow), wife of Col. Charles August Lindbergh,—a son. MARRIAGE. BROWN—STANBURY.—On June 19, at Sandgate, Kent, Keith Kendle Brown, R.A.F.O., to Gwendoline, Mrs. F. B. Stanbury, Bycliffe, Sandgate. ROWE-PATTULLO.—The marriage took place on June 17 at Albury. of Flt. Lt. Francis Charles Thorn Rowe, only son of Mr. and Mrs. F. C. Rowe, of Mill End, Chagford, Devon, and Dr. Constance Isobe] Pattullo, of 144 Harley Street, elder daughter of Mr. and Mrs. J. D. Pattullo, of Hurst Lea, Albury Heath, Surrey. FORTHCOMING MARRIAGES. CARTER—BOWEN.—The engagement is announced between Fit. Lt. Ronald Hartley Carter, R.A.F., younger son of Brig.-Gen. C. H. P. elder daughter of Mr. and 7 A new edition of our Catalogue of Special Sections of Weldless Steel Tubes is now ready application Sections, including British If you have not had your copy, please make This Catalogue shows nearly 800 different and American Special Standard Streamlines . ACCLES & POLLOCK ia OLDBURY - eee oe - , ¥ - - , Fr a . > ‘ — ~ 9 Pete ne (Sas Fe rer ea Soe Pe wd fd PO as oe NA SE We Sos eS s B.S SE SO: Py WA OY (SS FS a ee he . . ae BIRMINGHAM 4 —~e oe SOI AIT ET ‘7 - ae ne See ei

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THE REID PILOT TESTING APPARATUS. As adopted in the R.A.F Hermes Avian Cipsy Bluebird AT HESTON. CAPT. V.H.BAKER MC.AFC, CHIEF INSTRUCTOR. AIRWORKYXLIMITED HESTON AIR PARK - HOUNSLOW - MIDDLESEX. HAYES 4]0O. is now available to DOMINION AND FOREIGN GOVERNMENTS. Silvertown S io ee a Oo ene The scientific economiser which MINERAL OIL (P.4.—D.T.D. 109) h | ti . q | tj ‘ q DISPLACES CASTOR as revolutionised selective an for grading tests. N ~ 4 AERO & RACING ENGINES NSA WN Rte Ord Rorce tates Sole Patentees and Manufacturers: British Acro-Engine woanee"" | REID & SIGRIST, Ltd. Aircraft Operating Co., \ \ SS ZX \ ~ Flying Clubs, etc., etc., Canbury Park Road, " QW 3 & Racing Motorist . Issued under A.I.D. release notes. KINGSTON-ON-THAMES, SURREY. Silvertown Lubricants Limited ’Phone : Kingston 6272. Minoco Nd obs arf West Silvertown E.16 Grame: Volumetric’ Silver London ‘Phene: Albert Dock 1074 = KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1264 Carter, C.B., C.M.G., C.B.E., and the late,Mrs. K. M. Carter, and Eileen Mary Dorothea, younger daughter of Maj. G. C. Bowen, D.S.O.. and Mrs. Bowen, of 40, Madeley Road, Ealing LEWIS-ROBERTS—GRESHAM,.—-The engagement is announced be- tween Flt. Lt. A. O. Lewis-Roberts, D.F.C., R.A.F., elder son of Mr. and Mrs. Lewis-Roberts, Dundee, Natal, and Marjorie, elder daughter of Lieut-Col. and Mrs. H. E. Gresham, Branksome Manor, Bourne- mouth, W. DEATHS. SMYTHIES.—On John 17, at North Weald, Essex, as the result of a flying accident, Wing Commander Bernard Edward Smythies, D.F.C., R.A.F. Wing Commander Smythies was born in India in 1886 and was educated at Cheltenham and the R.M.A., Woolwich. He entered the Royal Engineers in 1905 and was promoted to Captain in October 1914. He learned to fly on a Bristol biplane at Brooklands and his Royal Aero Club certificate No. 816 is dated June 19, 1914. He graduated at the Central Flying School, Upavon, and was_ seconded to the Royal Flying Corps in 1915 for duty as a Flying Officer. He was posted to No. 9 Sauadron headquarters at St. Omer to help in the development of what was the first wireless co-operation unit. About three months later this unit was absorbed by the Aircraft Park and a small wireless operators’ school was formed. The Aeroplane JUNE 25, 1930 He returned to England at the end of 1915 but went back to France in command of a Squadron in the summer of 1917. He was awarded the D.F.C. in January 1919 for distinguished services during the War. In August 1919 he was granted a permanent commission with the rank of Squadron Leader. In 1922 he attended a course at the R.A.F. Staff College, Andover, and in 1923 he was posted to the Air Ministry, Directorate of Operations and Intelligence. He was promoted to Wing Commander in June 1923. In April 1927 he was appointed to command No. 99 (Bomber) Squadron at Bircham Newton and in August 1929 he was appointed to command the R.A.F. Station at North Weald. Wing Commander Smythies won the second prize in the Gordon Shephard Memorial Essay competition in 1920, the second prize in the R. M. Groves Memorial Essay competition in 1922 and the first prize in the R. M. Groves Memorial Essay competition in 1926 and 1930. CLAXTON.—On June 18 at Farnborough as the result of a flying accident, John Cecil Lauga Claxton, Flying Officer, R.A.F. Mr. Claxton entered the R.A.F. with a short service commission in July 1928 and after a course of flying training at No. 2 F.T.S., Digby, he was posted, in June 1929 to No. 9 (Bomber) Squadron. He was attached to the School of Photography, Farnborough, at the time of the accident. GRAHAM AVIATION WIRELESS GRAHAM AVIATION WIRELESS EQUIPMENTS are designed by widely experienced British air and radio engineers to cover all requirements. GRAHAM AIR PORT INSTALLATIONS, for simplicity in operation and ease of maintenance, are typified by the equipment at London’s most modern flying school. GRAHAM AIRCRAFT SETS for size, weight and performance, are pre-eminent. The Type G.A.6 light aeroplane recetver as approved by the Air Ministry, has a telephony rance in normal fisght of 100 miles from Heston on @ Moth fitted with fixed acrials (which fold with the wings), and a still greater range from stations such as Croydon. The Type G.A.6, which uses the ordinary voice pipe system and meeds no special helmets or intercommunication devices, weighs only 2/ lbs., including lattceries, aerials and all accessories. ALFRED GRAHAM & COMPANY, LIMITED, Air Department, St. Andrew’s Works, Slough, Bucks. Telephone: Slough 672. London Office : a Ss es SS 25, Savile Row, W.1. Aerodrome: Heston (Hayes 410). ONLY R AL AIK FORCE-— | | IN i RO N AIR CHUTES- THE STANDARD PARACHUTES THE | ARE | ANNUAL | SELECTED R.A.F. FOR THE | HENDON | | DISPLAY IRVING AIR CHUTE OF GT. BRITAIN, LTD., LETCHWORTH, HERTS. Telegrayns ; Irvin, Letchworth. Telephone: Letchworth 370.

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June 25, 1930 The Aeroplane | 1265 The “REDWING” TWO-SEATER LIGHT AEROPLANE WIIH SIDE-BY-SIDE SEATING. BRITAIN’S CHEAPEST POWERED WITH THE SIDE-BY-SIDE LIGHT 85 h.p. AEROPLANE A.B.C.“HORNET” 4-CYLINDER ENGINE Price £575 3 4 me . : aa ~ d \ ry / SO a, ake PASS wee 4 . P “EES ROE et as Se ~ oe ‘Greece SB Sars : 4 2 oS ae Bs Sar SS Sr ae 1 ane” pr gs te) ee Soe SEO > Sa ~ nity: x vais On wee ae ao “ KA —— Rar = . i eat en a = es —— (74 Se Sin a Serer St Ay Se r > hoes r " 3 tng a Set Pats ce + pee ® . _ a e aioe ‘ og Px! ‘ é A = 2 Gos $ o 2 Bn? Ce ethcad ra se : Sn a As Re "REROPLANE” PHOTO DESIGNED & MANUFACTURED BY : THE .ROBINSON AIRCRAFT COMPANY LIMITED WADDON AIRCRAFT FACTORY | WALLINGTON, SURREY. | Works Adjoin Croydon Aerodrome Telephone : FAIRFIELD 5504 BUY YOUR AEROP|LANE THROUGH N.F.S. Service Everywhere. ‘FLYING INSTRUCTION a FLYING CLUBS AIR TAXIS NATIONAL FLYING SERVICES, LIMITED, Grand Buildings, Trafalgar Sq., London, W.C.2. Telephone : GERRARD 9316 (4 lines) Air Parks :—HANWORTH — LEEDS — HULL — READING — NOTTINGHAM. Aeromartine. A. ~ ‘THE BRITISH AIR, SERVICE TO ALL PARTS OF THE CONTINENT pesca —P” §6GREECE, EGYPT, IRAQ, PERSIA, ie. 2) BE lh INDIA & THE EAST (em mis i - ee ~ All particulars can be obtained from any - oo . Travel Agency or from I~ J IMPERIAL AIRWAYS : Telephone: Regent 7861/5. AIRWAYS HOWSE., CHARLES STREET, Telegrams: “Impairlim, London.” LONDON, %.Wol 2 Cri. as KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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1266 MISCELLANEOUS ADVERTISEMENTS. Alan Cobham Aviation Ltd., GRAND BUILDINGS, TRAFALGAR SQUARE, .W.C.2. 'Phone: Regent 5316. ‘Grams: Ayvjaycob, Westrand, London. PLEASE NOTE CHANGE OF ADDRESS. Aviation Consultants. GLIDERS / COMPANY 17, STOKE ROAD, GUILDFORD, SURREY. Balloons Airships The purchase of Safety Razor Blades is a matter of Confidence. I recommend my Universal Safety Razor Blades Post Free 5/- Per 100 Very keen edge: suitable alike for th strongest beard and the most tender skin. Every blade guaranteed; therefore, no risk. F. W. H. HEGEWALD, SOLINGEN, GERMANY. AEROPLANE GOING CHEAP Desoutter three-seater cabin monoplane. Cirrus Hermes engine. Fitted with special large petrol tank. Turn indicator. Latest modifications. Purthased February, 1930. Engine time 18 hours. Machine time 50 hours. PRICE £575 ——_ SS AIR TAXIS LIMITED, STAG LANE AERODROME. The Aeroplane JUNE 25, 1930 AVIATION PUBLICITY. To All Aeronautical Firms.—The specialised advertising and marketing service requires in the aviation field is provided by Aeromarine Advertising Ltd., 56-57, Fleet Street, London, E.C.4. (Tele.: Central 2423.) This service is free to clients. Leading aeronautical firms use this specialised organisation, which has been built up by aviation experts. Write or *phone. ey AIRCRAFT FOR SALE. BROOKLANDS SCHOOL OF FLYING LTD. D.H.50 4-passenger cabin air taxi, new C. of A., excellent condition. Fast. £700. ’Phone Byfleet 437. Station— West Weybridge, S.R. Blackburn “Bluebird” side-by-side seating, all-metal con- struction. Price £795. . Sole world’s distributors, Auto- Auctions Limited, Burlington Gardens, Old Bond Street, London. Aerodrome: Heston. Henlys for Avians. Come to Heston and inspect the latest Avians. Prices from £575. We have a few first-class second- hand machines available at very moderate prices. Henlys, Heston Aerodrome, Middlesex. ’Phone, Hayes 410. Moth Aeroplane, type X, fitted with slots, extra petrol and oil tanks, compass, etc., just been thoroughly overhauled and reconditioned by the makers at a cost of over £200. Owner going abroad and willing to sell for £425. Box No. 5859, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. National Flying Services Ltd. (See page 1265.) Quick deliveries of all types, new or second-hand. Unrivalled service. j . Phillips and Powis Aircraft (Reading) Ltd.—Authorised Moth Agents. Early delivery of Puss Moths. Unique hire- purchase terms offered. Cars taken in part exchange for aircraft.—Reading Aerodrome. Sonning 114. FINANCIAL. Capital available for Aircraft Manufacturing Company, with profit record but desiring expansion. Box No. 5860, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. ; PATENTS. A. Peter Thurston and Co., Patent Agents, Aeronautical Consulting Engineers, 329, High Holborn, W.C.1. Telephone Holborn 2642. SN Qs he a & SCINTILLA AIRCRAFT MAGNETOS The standard magneto adopted by the American Army and Navy and as fitted on the Aircraft Engines :— WRIGHT WHIRLWIND. WR GHT TORNALO. WRIGHT CYCLONE. CIRRUS. Comet. SPARTAN. PRATT AND WuHitnNey Wasp. Pratr AND WHITNEY HORNET. PACKARD. HISPANO-SUVIZA. ARMSTRONG-SIDDELEY LYNX. JUNKERS., ———_——_<336 SCINTILLA Limited, 14, Clerkenwell Close, London, E.C J. LUGGAGE There is ample e room in the SWIFT! The world’s cheapest single- seater, a monoplane of exceptional performance and high aerobatic certification. £400 Model de Luxe {£450 A r) er & Sy eg 7. A “acre Concessionatres for Southern England, Brian Eewts & Barnard Ltd., 24 Maddox St., W. Demonstrations at Heston Atr Park, Middx, COMPER*!3c83"" "9272" CHESHIRE KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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JUNE 25, 1930 The Aeroplane 1267 AIR SURVEY. Air Survey Co. Ltd., 3, Grosvenor Gardens, S.W. 1. (Vic- toria 5903.) Dum Dum, Calcutta, and Monkey Point, Ran- goon. The Aircraft Operating Co. Ltd., 8, New Square, Lincoin’s Inn, London (Holborn 8131), and: Broken Hill, Northern Rhodesia; Cairo, Egypt; Rio de Janeiro, South America; Contractors to the Ordnance Survey. Laboratories and Sub- sidiary Companies for aerial photography in the British. Isles, Aerofilms Ltd., Colindale Avenue, Hendon (Colindale 6183 and 6184). AIRCRAFT INSTRUMENTS. Aeroplane Wheels, fitted with Michelin 26 by 34 heavy tread tyres, and new tubes. Pair, with axle, 70s. carriage forward. Altimeters, 10s. 6d.; Shock Absorber, 5 in., 6d. yd.; Pressure Gauges, 25 to 100 ‘Ibs., 6s. 6d.; Coley Thermometers, 258. ; KL.G. Plugs, F.7, 1s. 9d.; F9; lld.. Above postage paid. Send for list. Coley Ltd., Ordnance Works, Queen Elizabeth Road, Kingston-on-Thames. AIRCRAFT CAMERAS. “ Eagle” Aircraft Cameras and Equipment for survey photo- graphy and Naval and Military requirements. Specialists in Air Photographic Apparatus. Hand-Held Cameras— Pistol Cameras for air snapshots. Full particulars from Manufacturers and Patentees. Williamson Manufacturing Co. Ltd., Litchfield Gardens, Willesden Green, London, N.W.10. ’*Phone—Willesden 0073-4. Contractors to Air Ministry, Admiralty, War Office, Colonial and Foreign Governments. PRACTICAL FLYING. A FLYING HOLIDAY! Why not learn to fly during your Summer holiday? The CINQUE PORTS Flying Club can teach you quickly and cheaply on Moths—2ls. for -28 days’ _ membership—low rates for instruction—per’ect aerodrome 3 miles from Hythe and 8 miles from Folkestone served by frequent ’buses—beautiful country near sandy bathing beach—theatre, dancing, etc., in. Fclkestone—ac- commodation to suit all purses—only i? hours by road from London—ideal for a Flying Holiday—send 6d. to Hon. Sec., Hythe, Kent, for 28-page illustrated Booklet. LEARN AT LYMPNE.” CHEAPEST FLYING IN THE WOELD! at the Norfolk and Norwich Aero Club. Subscription £3 3s. annually, or £1 Is. monthly. Instruction rates 25s. per hour. Accommodation can be arranged on Aerodrome. Applications to Secretary, Mousehold Aerodrome, Norwich. Learn to Fly at the Midland Aero Club. Four tuition machines, . two fully qualified expert instructors. No wait- ing. Particulars, Hon. Secretary, 22, Villa Road, Hands- worth ‘Birmingham. For Your Information.—If you want to know all about private flying buy a copy of The Broad Skyway from THE AEROPLANE Book Department, Cannon House, Pilgrim Street, E.C. 2s. 6d., postage 2d. National Flying Services Ltd. (See page 1265.) Join N.F.S. Learn to fly. Fly when you wish. Write for booklet. Southern Aero Club.—Thorough Avro Tuition, no waiting list. “B” licences instruction arranged. Apply Secretary, Shoreham Aerodrome, Sussex. Phillips and Powis School of Flying offer unique facilities for learning to fly cheaply and quickly. The popularity of the School is confirmed by the increasing number of pupils turned out monthly. Write for full particulars of the most go-ahead organisation for flying instruction. Rates £2 10s. an hour. Trial lesson 15s. No entrance fee. No subscrip- tions. Five Moths. Experienced Instructors. Perfect aero- drome. Accommodation near aerodrome. Reading Aero- drome. Sonning 114. °° MONARCH ” Aircraft Components for RELIABILITY. We invite your enquiries for any type of Aeronautical fittings, whether electrical, mechanical, sheet-metal or machined. We are also Spectalists in Armament Equip- ment — Bombs, Carriers, Release Gear, Instructional Apparatus, etc. Air Ministry Approved Inspection. MONARCH ENGINEERING CO., LTD., Empire Works, Croydon Rd., PENGE, LONDON, S.E.20.' Tel. Syd. 1177. HE KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS. _ organiser. AIR TAXIS. Air Taxis Ltd., Stag Lane Aerodrome, Edgware. ’Phone: Edgware 0849. Aerofilms Limited, Aerial Tours, Taxi Work, Aerial Photo- graphy. Air Survey. Colindale Avenue, Hendon, N.W.9. *Phone: Colindale 6183 and 6184. National Flying Services Ltd. (See page 1265.) Go by N.F:S. 1s. a mile; 1s. 6d. two passengers. 4s. six—eigiit Dissenecle AIRCRAFT WANTED. Immediate cash for modern aircraft, crashes or engines. Arnold Jones, 58, Warren Street, W.1. Museum 7915. Urgently Wanted, Mark II Cirrus or Gipsy-Moth. Write particulars and lowest price. Phillips and Powis Aircraft (Reading) Ltd., Reading Aerodrome, Sonning 114. | ENGINES FOR SALE. Air- and water-cooled Lorraine engines, 100-700 h.p., with C. of A. Particulars from Bilefeld, 37, Albemarle Street, London, W.1. SITUATIONS WANTED. Aero Engine Mechanic, age 26, ex-R.A.F., requires situation. 8 years’ experience overhaul and maintenance Jaguar, Napier Vi, Falcon, Jupiter. Good references. Box No. 5852, ‘THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Aeronautical Engineer. Ex-officer, R.F.C. (39). Extensive general experience (Technical, Administrative) embracing. Aeroplanes, Seaplanes, Airships, Balloons, I.C. Engines, general equipment:—lIncludes design, inspection, construc- tion. Positions held include Chief Engineer, Manager, Chief Inspector, Chief Draughtsman. now sought—any responsible, remunerative berth offering scope for initiative, as Manager, Consultants Assistant, Insurance Investigator, Assessor, or like. Any genuine offer entertained. Box No. 5857, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4: Aircraft Woodwork Foreman seeks position. 11 years’ experience all types. Up-to-date production methods. Good Excellent references. Box No. 5858, THE AERO- PLANE, Cannon House, Pilgrim Street, E.C.4. - Serjt.-Pilot, R.A.F., due for discharge September, consider- able experience, keen pilot, wishes job flying, anywhere. Box No. 5844, THE AEROPLANE, Cannon House, Pilgrim Street, E.C.4. Experienced “B” Licence Air Line Pilot Navigator disen- (2,500 hours.) ‘Transport or private work. No joy- Box No. 5861, THE AEROPLANE, Cannon House, 7 nse Sem: Ph incunee mmoPcrion DARPA nee MENT. Pt a momenrer tigdna pipes pints dplpena SPEED IN DELIVERY from stock of Fittings and Accessories correct to specification Our inspection department is under the official authority of the Air Minis'ry, and all goods leaving our warehouse are accompanied by a release note, rownBrothez$ GREAT EASTERN STREET, LONDON, E.C.2.

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1268 The Aeroplane JUNE. 25, 1930 FLYING CLOTHING. Flying Clothing and equipment of every description. Buy from the firm who have been specialists n this since 1918. ’Phone: : : Museum 4793. S. LEWIS’S. iiiscacn (008. The old firm of Racing, Flying and Motor Clothing Fame, 19, and 27, Carburton Street, Gt. Titchfield Street, London, W.1 (100 yards out of Gt. Portland Street). No connection with any other firm. Trade Supplied. Flying Helmets, All- Leather, Lined Chamois, perfect fitting, 15s., with detach- able ’phone pockets. Flying Helmets, Leather, Fleece Lined, ’Phone Pockets, 13s.; ditto, Best quality Fur trimmed and Chamois Lined, 17s. 6d.; also Ladies, in all Colours, same price. De Havilland ’Phones, Tubing and Y Piece, complete, 10s. 6d.; Flying Suits, Gabardine inter-lined Oilskin, Lined Teddy, complete with Fur Collar, 65s.; Aviation Mask Goggles, fitted genuine Triplex Clear Lenses, 16s.; or Tinted (W/7.D. Lenses), 12s. 6d. (previously listed 42s.). F. W. S. Pat- tern (no mask), fitted Clear Triplex Lenses, 11s. 6d.; Tinted ditto, 7s. 6d.; Meyrowitz Luxor Goggles, fitted Triplex Un- spiinterable Lenses, 40s.; ditto, Curved Lenses (unsplinter- able), 85s.; Lewis’s High Speed Goggles, 8s. 6d. and 12s. 6d., with adjustable bridge; fine quality white drill Suits, 23s, 6d. and 20s.; also fitted Zip fastener, super quality, 27s. 6d. and 35s.; Special line buttoned front, 14s. 6d.; White Flying Hel- mets, fitted phone pockets, 10s. 6d.; ordinary Racing Pat- tern, 7s. 6d.; cheap pattern, fawn colour, 4s. 9d. Suede Golf Jackets, fitted Zip, 55s.; without Zip, 50s.; also imitation Suede, 25s. (button); R.A.F. Scarves, 5s. 6d.; Leather Flying Coats, best quality, 110s.-120s.; D.B. Raglan, 65s.-85s.-105s.- 120s.; Pure Silk Undergloves, 2s. 9d. pr., or 2 prs. for 5s.; Super quality Silk Undergloves, 4s. 9d. pr.; Lambswool-Lined Gauntlets, 15s. 6d. and 17s. 6d.; Flying Boots. Lambswool- Lined, Zip Front, Crepe Rubber soles, Short Pattern, 40s., Long Pattern 60s. We are actual manufacturers, buy direct. Contractors to foreign . and Colonial Governments. S. LEWIS, 19 and 27, Carburton Street, London, W.1. Trade Supplied. ‘Phone Museum, 62800 WAINWRIGHT’S ‘Phone, Museum 6280 The Premier Manufacturers of Flying Clothing. White Drill flying suits, best heavy weight, 23/6. Lighter weights 15/6, 18/6. Fitted “Zip” fastener fronts, 21/-, 27/6, 35/-. Fur trimmed flying helmets, 13/6, 17/6. Fitted earphone pockets. Special helmet, in black or tan, lined chamois (as supplied to the Air Ministry), 22/6. Same de- sign in white or fawn drill, 11/6, 15/6. Fit guaranteed. Flat type earphones assembly 10/6. Ali-metal type 10/6. Flying pullovers, suede finish (Golf jacket style with knitted eollar, cuffs, etc.), fitted “ Zip” fastener front, 25/-, in Tan, Grey or Blue. Mask goggles, clear or anti-dazzle, unsplinter- able 12/6. Lightweight7/6. Genuine R.A.F. Sidcot suits, 57/6. Chrome leather flying coats, 84/- to £8 8s. Write for special Catalogue. Wainwright’s, 300-302, Euston Road, London, N.W.1. Opposite Warren Street Tube Station. Trade supplied. Established over 30 years. THE LEADING HOUSE FOR AVIATORS’ CLOTHING SUPPLIERS TO NATIONAL FLYING SERVICES. Fine quality R.A.F. pattern chrome leather coats, fleece lined 135/-. Other styles from 85/-. Sidcot pattern flying suits, fitted with fur collar, 60/-. White flying suits, 21/-. Super quality white or khaki flying suits, fitted zip fastener, 30/- and 35/-. White or khaki flying helmets, latest type. phone pockets, etc.., 10/6. Approved Air Ministry pattern helmets, best chrome leather, black or tan, chamois lined, 22/6. All leather fleece lined FLYING HELMETS, 12/6; fur trimmed, fleece lined, 15/- and 22/6; ditto for trimmed, chamois Lined, 17/6 and 27/6, perfect fit assured. D.H. phones, all metal, fabrie covered, 10/6. Lambswool lined gauntlet gloves, 18/6. Fur backed gauntilets, lambswool lined, 25/-. Single texture silk under-gloves, 2/6, double texture, with gauntlet, 5/-. Sheepskin flying boots, lambswool lined, fitted aip fastener, 60/-; ditto short pattern, 45/-. Meyrowits Luxor goggles, fitted Triplex, 40/-; ditto, with large curved lenses, 85/-. Featherweight goggles, round or pear shaped, unsplinterable, 7/6. Mask goggles, unsplinterable, fur or fleece lined, 12/6. TRIPLEX goggles, round shape, 15/-, pear shape, 25/-; ditto Aviation mask, 42/-. Ladies and gents’ best quality suede jackets, satin lined; fitted with zip fasteners, always in stock. WRITE FOR FULLY ILLUSTRATED CATALOGUE, POST FREE. All goods sent on 7 days’ approval, on recetpt of cash, or C.O.D., money refunded tf not satisfed. Full carriage must accompany all orders from abroad. Special designs carried out. Trade supplied; write for quotations. D. LEWIS, LTD. (Dept. G) 124, GT. PORTLAND ST., LONDON, W.1. Phone: Museum 4314. Telegrams, Aviakit, Wesdo, London. Branches at Birmingham, Liverpool and Sh ffield. SITUATIONS VACANT. Estimator required, used to estimating cost of aircraft fittings and components from drawings. Write giving full particulars of experience and salary required to Westland Aircraft Works, Yeovil. Experienced Aircraft Riggers are required by Imperial Air- ways Limited for their overseas divisions. Applications to be made in writing only to Imperial Airways Limited, Croy- don Aerodrome, Croydon. Royal Aircraft Establishment.—An examination for the entry of not more than twelve Trade Lads will be held on Tuesday, July 8, 1930. The examination will also be used for the purpose of selecting a limited number of trade ap- prentices, who will not receive the same theoretical train- ing, but will be given full opportunities to become expert craftsmen in a selected trade. Entrants for this grade will be required to qualify by obtaining a certain percentage of marks in the examination. Preference will be given to the sons of employees in the R.A.E., but the posts will be open in the event of sufficient candidates from the factory staff not being available. Application for admission to the ex- amination must be made on the prescribed form which must be filled in and returned not later than Tuesday, July 1. Application forms and the regulations governing the con- ditions of entry and training of Trade Lads may be obtained from :—The Chief Superintendent, Royal Aircraft Establish- ment, South Farnborough, Hants. The Cornwall Aviation Company, St. Austell, require immediately for joy-riding, Ground Engineer Licensed Le Rhone and Avros. Preference to those holding engine licences additional to Le Rhone. Wage and Commission. State Licence number, experience and when available. REPAIRS. Brooklands for Overhauls and Repairs. Engines—Thomson and Taylor (Brooklands) Ltd. ‘Phone Byfleet 436-7. Aircraft—The Brooklands School of Flying Ltd. ’Phone Byfleet 436-7. TUITION. We offer sound Instruction in Aeroplane Design, Fitting and Rigging, and Aero-Engine Fitting and Rigging; also ex- pert training for Ground Engineers (Categories A, B, © and D). All tuition is by correspondence. Write to-day for our ‘“ Aeronautical Engineering” Booklet. International Correspondence Schools, Ltd., 179, International Buildings, Kingsway, W.C.2. MISCELLANEOUS. Private Landing Grounds.—Airwork Ltd., Heston Air Park, Hounslow, Middlesex (Telephone, Hayes 410), undertake the selection of landing grounds and erection of hangars, either permanent or tenant’s fixtures, for private owners at prices ranging from £55 upwards. On receipt of a letter or tele- phone message their representative will call. Aviation Publicity—Aircraft pictures and designs for all purposes. Posters, Programme Covers, Handbills, etc., Drawn by Pilot Artists. Aircraft and General Fine Art Co., East Grinstead, Sussex. Avro 504K Spares. New main Planes; Cowlings; Under- carriages; Skids; Tanks, etc. Send for separate list. Coley Ltd., Queen Elizabeth Road, Kingston-on-Thames. ‘Phone 0365. Petrolmotor Castings, partly machined, 4 horse (9s. 9d. per set). Catalogue 3d. Madison’s Works, Wade Street, Little- over, Derby. Young German, age 19, wants to correspond with air-minded English lady. Write to Willy Ziebarth, Nurnberg, Schon- hoverstrasse 7. Unequalled Value Brilliant Performance and Absolute Dependability ..e.make WACO the most popular commercial aircraft in America THE WACO AIRCRAFT COMPANY Troy, Ohio, U.S.A. Cable Address: WACO TROYOHIO KINDLY MENTION “THE AEROPLANE” WHEN CORRESPONDING WITH ADVERTISERS.

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